Westerbeke Diesel W 30 Parts Manual

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TECHNICAL MANUAL
WESTERBEKE 30
Marine Diesel Eng ine
F 0 r mer I y Fo u r 91
PUBLICATION 11874
Edition Five
September 1980
j WESTERBEKE
j MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
TECHNICAL MANUAL
WESTERBEKE 30
Marine Diesel Eng ine
F 0 r mer I y Fo u r 91
PUBLICATION 11874
Edition Five
September 1980
j WESTERBEKE
j MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
SECTION Introduction Operation
Installation OVERHAUL
Marine Engine Electrical System
Cooling System External
CRANKING BULLETINS
IMPORTANT
PRODUCT SOFTIARE software of all kinds such as product software Such software may be
brochures drawings technical data outdated and no longer accurate and workshop manuals parts changes made by Hesterbekes and
parts price lists and other of which esterbeke rarely has instructions and specifi in advance are frequently not provided from
sources other in the suppliers software until after
than Westerbeke is not within Wester such changes take place
bekes control and accordingly is
provided to Westerbeke customers only Iesterbeke customers should also keep in
as a courtesy and service WESTERBEKE mind the time span between printings of
CANNOT BE RESPONSIBLE FOR THE CONTENT Westerbeke product software and the
OF SUCH SOFnARE MAKES NO WARRANTI ES unavoidable existence of earlier non
OR WITH RESPECT THERETO current Westerbeke software editions in
INCLUDING THE ACCURACY TIMELINESS OR the field Additionally most THEREOF AND WILL IN NO beke products include BE LIABLE FOR ANY
TYPE OF DAMAGES special features that frequently do not
OR INJURY INCURRED IN CONNECTION WITH include complete ARISING OUT OF THE FURNISHING OR
USE OF SUCH SOFTWARE In sum product software provided with
Westerbeke products whether from Wester
For example components and subassemb beke or other suppliers must not and
lies incorporated in Jesterbekes cannot be relied upon exclusively as the
products and supplied by others such definitive authority on the respective
as engine blocks fuel systems and com product It not only makes good electrical com but is imperative that pumps and other products
of Iesterbeke or the
are generally supported by their manu supplier in question be consulted to
facturers with their own software and determine the accuracy and currency of
Westerbeke must depend on such software the product software being consulted
for the des i gn of les terbeke sown by the cus tomer
INTRODUCTION
IMPORTANT
THIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION STARTUP OPERATION
AND MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE THE INFORMA
TION IT CONTAINS IS VITAL TO THE ENGINES DEPENDABLE LONG TERM OPERA
TION
AD IT
KEEP IT IN A SAFE PLACE
KEEP IT HANDY FOR REFERENCE AT ALL TIMES
FAILURE TO DO SO WILL INVITE SERIOUS RISK NOT ONLY TO YOUR INVESTMENT
BUT YOUR SAFETY AS THE DIESEL ORDERING PARTS
The diesel engine closely resembles the Whenever replacement parts are engine inasmuch as the mechanism always include the complete part
descrip
is essentially the same Its cylinders tion and part number see separate Parts
are arranged above its closed crankcase List furnished if not part of this pub
its crankshaft is of the same general type lication Be sure to include the
as that of a gasoline engine it has the engines model and serial number Also
same sort of valves camshaft pistons be sure to insist upon Westerbeke rods lubricating system and packaged parts because will fit parts
reverse and reduction gear are frequently not made to the same
Therefore it follows to a great extent as original a diesel engine requires the maintenance as that which any GENERATOR operator would give
to a gas Westerbeke diesels are used for both
oline engine The most important factors the propulsion of boats and for proper maintenance of the fuel lub electrical power For generator
set app
ricating and cooling systems Replacement lications all details of this Manual
of fuel and lubricating filter elements at apply except in regard to certain por
the time periods specified is a must and tions of the Installation Operation and
frequent checking for contamination ie Maintenance sections Additional infor
water sediment etc in the fuel system mation is provided in the section titled
is also essential Another important Generator Sets Section T
factor is the use of the same brand of
high detergent diesel lubricating oil
designed specifically for diesel engines
The diesel engine does differ from the
gasoline engine however in the method of
handling and firing its fuel The carbu
retor and ignition systems are done away
with and in their place is a single com
ponent the Fuel Injection Pump the function of both
Unremitting care and attention at the
factory have resulted in a capable of many thousands of hours
of dependable service What the cannot control however is the
treatment it receives in service This
part rests with you
YOUR NOTES
INSTALLATION
FOREWORD
Since the boats in which these engines are used are many and varied
details of engine installation are equally so It is not the purpose of
this section to advise boatyards and engine installers on the generally
well understood and well developed procedures for installation of en
gines However the following outline of general procedure is included
because it is valuable in explaining the functions of each component
the reasons why the precautions to be watched and the relationship of
the installation to the operation of the engine There are details of
the installation which should have a periodic check and of which the
operator should have a thorough understanding to insure good operating
conditions for the engine and correct procedure for its OF EQUIPMENT pry against this with crowbar as you may
The engine is shipped from the factory distort the securely and properly crated Ac In some cases it may be necessary to
cessory equipment is shipped in a separate lift the engine in other than the regular
small box usually packed with the engine horizontal position It may be that the
crate engine must be lowered endwise through a
Before accepting shipment from the small hatchway which cannot be made company the crate should If the opening is extremely restricted it
be opened and an inspection made for con is possible to reduce to some extent the
cealed damage If either visible or con outside clearances such as damage is noted you should require cooling piping water tank filters
the delivering agent to sign Received in mounting lugs etc This accessory condition Also check contents ment should be removed by a competent
of the shipment against the packing list mechanic and special care should be taken
and make sure note is made of any discrep to avoid damage to any exposed parts and
ancies This is your protection against to avoid dirt entering openings The parts
loss or damage Claims for loss or damage which have been removed should be returned
must be made to the carrier not to J H to position as soon as the restriction Corporation been passed
In case it is necessary to hoist the
RIGGING AND LIFTING engine either front end upwards or reverse
The engine is fitted with lifting rings gear end upwards the attachment of slings
Rope or chain slings should be at must be done very carefully to avoid the
tached to the rings and the engine lifted possibility of damage to the parts on
by means o tackle attached to this sling which the weight may bear It is best if
The lifting rings have been designed to special rigging work be done by someone
carry the full weight of the engine experienced and competent in the auxiliary slings are not re of heavy or Slings must not be so
short as ENGINE BOLTS
to place the engine lifting eyes in sig It is recommended that bronze sheer stress Strain on the bolts of appropriate size be used
lifting eyes must not be in excess the engine flexible mounts Lag screws
of 100 from the vertical A spacer bar are less preferred because their hold on
must be placed between the two lifting the wood is weakened every time they are
eyes if supported by valve cover studs moved whereas the lag bolt stays in pos
The general rule in moving engines is ition and the nut on top is used to tight
to see that all equipment used is amply en the engine down or is removed to permit
strong and firmly fixed in place Move the the engine to be lifted The bolt itself
engine a little at a time and see that it stays in position at all times as a stud
is firmly supported Eliminate possibil and the bond between the bolt and the wood
ity of accidents by avoiding haste Do is not weakened by its removal
not lift from the propeller coupling or
FOUNDATION FOR ENGINE PROPELLER COUPLING
A good engine bed contributes much Each Westerbeke Diesel engine is regu
toward the satisfactory operation of the larly fitted with a suitable coupling for
engine The engine bed must be of rigid connecting the propeller shaft to and neither deflect nor twist engine
when subjected to the engine weight or the The coupling must not only transmit the
position the boat may have to take under power of the engine to turn the shaft but
the effects of rough seas The bed must must also transmit the thrust either ahead
keep the engine within one or two thous or astern from the shaft to the thrust
andths of an inch of this position at all bearing which is built into the It has to withstand the forward gear housing of the engine This
coupling
push of the propeller which is applied to is very carefully machined for accurate
the propeller shaft to the thrust washer fit
bearing in the engine and finally to the For all engine models a propeller half
engine bolts and engine bed coupling bored to shaft size for the
In fiberglas hulls we recommend that specific order is supplied The wooden stringers as in wooden either has a keyway with set screws or
hulls be formed and fitted then glassed of the clamping type
to the hull securely This allows hanger The forward end of the propeller shaft
bolts to be installed firmly in wood thus has a long straight keyway Any noise and transmitted vibration should be removed from the shaft end
The temptation to install the engine on coupling should be a light drive fit on
a pair of fiberglas angle irons should the shaft and the shaft should not have to
be resisted Such construction will allow be scraped down or filed in order to get a
engine vibrations to pass through to the fit It is important that the key be
hull Flexible mounts require a firm properly fitted both to the shaft and against which to react if they coupling The key should fit the
side of
are to do their job When possible follow the keyway very closely but should not
bed design A and avoid bed design B touch the top of the keyway in the hub of
the coupling
If it seems difficult to drive the
coupling over the shaft the coupling can
be expanded by heating in a pail of boil
ing water The face of the propeller
coupling must be exactly perpendicular to
the centerline or axis of the propeller
shaft
PROPELLER
The type and size of propeller varies
with the gear ratio and must be selected
to fit the application based upon boat
tests To utilize the full power of the
engine and to achieve ideal loading con
ditions it is desirable to use a propel
ler which will permit the engine to reach
its full rated speed at full throttle
under normal load
ALIGNMENT OF ENGINE
The engine must be properly and exactly
aligned with the propeller shaft No
matter what material is used to build a
boat it will be found to be flexible to
some extent and the boat hull will change
its shape to a greater extent than is
usually realized when it is launched and
operated in the water It is therefore
very important to check the engine align
ment at frequent intervals and to correct In making the final check for alignment
any errors when they may appear the engine half coupling should be held in
Misalignment between the engine and the one position and the alignment with the
propeller shaft is the cause of troubles propeller coupling tested with the propeller
which are blamed often on other causes coupling in each of four positions rotated
It will create excessive bearing wear 90 0 between each position This test will
rapid shaft wear and will in many cases also check whether the propeller half coup
reduce the life of the hull by loosening ling is in exact alignment on its shaft
the hull fastenings A bent propeller Then keeping the propeller coupling in one
shaft will have exactly the same effect position the alignment should be checked
and it is therefore necessary that the rotating the engine half coupling to full
propeller shaft itself be perfectly position each 90 0 from the next one
straight The engine alignment should be rechecked
One particularly annoying result of mis after the boat has been in service for one
alignment may be leakage of transmission to three weeks and if necessary the
oil through the rear oil seal Check to alignment remade It will usually be
make sure that alignment is within the found that the engine is no longer in
limits prescribed alignment This in not because the work
The engine should be moved around on was improperly done at first but because
the bed and supported on the screwjacks the boat has taken some time to take its
or shims until the two halves of the coup final shape and the engine bed and engine
lings can be brought together without using stringers have probably absorbed some
force and so that the flanges meet evenly moisture It may even be necessary to re
all around It is best not to drill the align at a further for the foundation bolts until The coupling should always be opened up
the approximate alignment has been accu and the bolts removed whenever the boat is
rately determined hauled out ormoved from the land to the
Never attempt a final alignment with water and during storage in a cradle
the boat on land The boat should be in The flexibility of the boat often puts a
the water and have had an opportunity to very severe strain on the shaft or the
assume its final water form It is best coupling or both when it is being moved
to do the alignment with the fuel and In some cases the shaft has actually been
water tank about half full and all the bent by these strains This does not apply
usual equipment on board and after the to small boats that are hauled out of the
main mast has been stepped and final rig water when not in use unless they are
ging has been accomplished dry for a considerable time
Take plenty of time in making and do not be satisfied with EXHAUST less than perfect results Exhaust line installations
vary consid
The alignment is correct when the shaft erably and each must be designed for the
can be slipped backwards and forward into particular job The general counterbore very easily and when a are to provide an outlet line
with a mini
feeler gauge indicates that the flanges mum of restrictions and arranged so that
come exactly together at all points The sea water rain water or halves of the propeller coupling cannot get back into the engine
There
should be parallel within 0002 inches A should be a considerable fall in the line
between the exhaust manifold flange and
the discharge end This slope in the pipe
makes it difficult for water to be driven
in very far by a wave and a steep drop
followed by a long slope is better than a
straight gradual slope Avoid any depres
I sion or trough to the line which would
fill with water and obstruct the flow of
exhaust gas Also avoid any sharp bends
Brass or copper is not acceptable for
wet exhaust systems as the combination of
salt water and diesel exhaust gas will
cause rapid Galvanized support for the rubber hose to prevent
iron fittings and galvanized iron pipe is sagging bending and formation of for the exhaust line The ex
line must be at least as large as Always arrange that water discharge
the engine exhaust manifold flange and be into the rubber hose section is behind a
increased in size if there is an especial riser or sufficiently below the exhaust
ly long run andor many elbows It should flange so that water cannot possibly flow
be increased by 12 in LD for every 10 back into the engine Also make sure that
feet beyond the first 10 feet entering sea water cannot spray directly
against the inside of the exhaust piping
Otherwise excessive erosion will occur
MEASURING EXHAUST GAS BACK PRESSURE
Back pressure must be measured on a
straight section of the exhaust line and
as near as possible to the engine exhaust
manifold The engine should be run at
maximum load during the measurement period
Setup should be as shown below
1 For normally asperated engines
Pressure Test Mercury Test Water Column
112 Max PSI 3 Mercury 39
2 For turbocharged SYSTEM WITH WATER JACKETED Pressure Test Mercury Test Water Column
STANDPIPE 075 Max PSI 112 Mercury 1912
To insure vibration doesnt transmit to
hull use a flexible section preferably of
stainless steel no less than 12 at each end and installed as
close to the engine as possible This
flexible section should be installed with
no bends and covered with insulating mater
ial The exhaust pipe should be by brackets to eliminate any
strain on the manifold flange studs use flexible rubber exhaust
hose for the water cooled section of the
exhaust line because of the ease of and flexibility Provide adequate Checking The Back Pressure
1 Exhaust pipe flange
2 Exhaust line
3 Transparent plastic hose partly filled
withwater Measurement A may not
exceed 39 for normally asperated
IfAT III lIFT 1t4AU5T itSTn
engines and 195 for WITH U MUFFI
engines
WATER CONNECTIONS
Seacocks and strainers should be of the
110 00
full flow type at least one size greater
than the inlet thread of the sea water
pump The strainer should be of the type
which may be withdrawn for cleaning while
the vessel is at sea
WATER LIFT EXHAUST SYSTEM WITH Water lines can be copper tubing or
HYDROHUSH MUFFLER wirewound reinforced rubber hose In
any case use a section of flexible hose the use of unnecessary fittings and con
that will not collapse under suction be nectors The shut off valve in the line
tween the hull inlet and engine and between between the fuel tank and engine should be
the outlet and the exhaust system This of the fuel oil type and it is up vibration and permits the engine that all joints be free of
pressure leaks
to be moved slightly when its being re Keep fuel lines as far as possible from
aligned Do not use street elbows in exhaust pipe for minimum temperature to
suction piping All pipe and fittings eliminate vapor be of bronze Use sealing compound The fuel piping leading from the tank
at all connections to prevent air leaks to the engine compartment should always be
The neoprene impeller in the sea raw securely anchored to prevent pump should never be run dry Usually the copper tubing is
secured by
means of copper straps
FUEL TANK AND FILTERS The final connection to the engine
Fuel tanks may be of fiberglass monel should be through flexible rubber hoses
aluminum plain steel or terne plate If
made of fiberglass be certain that the
interior is gel coated to prevent fibers ELECTRIC PANEL
from contaminating the fuel or galvanized fuel tanks should not The Westerbeke allelectric panel
be used It is not necessary to mount the utilizes an electronic above the engine level as the fuel lift with a builtin hour meter Tacho
pump provided will raise the fuel from the meter cables are no longer The amount of lift should be kept except for the Skipper 6 feet
being maximum If a tank panel Mounted on the panel are
is already installed above engine level it a voltmeter water be utilized in this position Great gauge and oil pressure gauge Each
care should be taken to ensure that the fuel instrument is lighted The all
system is correctly installed so that air electric panel is isolated from
locks are eliminated and precautions taken ground and may be mounted where
against dirt and water entering the fuel visible It is normally prewired
A primary fuel filter of the water col
lecting type should be installed between
the fuel tank and the fuel lift pump A ELECTRICAL type is available from the Most Westerbeke engines are supplied
list of accessories The secondary fuel prewired and with plugin is fitted on the engine between the Never make or break connections while
fuel lift pump and the injection pump and engine is running Carefully follow all
has a replaceable element instructions on the wiring diagram sup
As the fuel lift pump has a capacity in plied especially those relating to fuse
excess of that required by the injection cicuit breaker the overflow is piped to the fuel Starter batteries should be located as
tank and should be connected to the top of close to the engine as possible to avoid
the tank or as near the top as possible voltage drop through long leads It is
To insure satisfactory operation a bad practice to use the starter engine must have a dependable sup for other services unless they
require low
ply of clean diesel fuel For this reason amperage or are In and care are especially im where there are substantial loads from
portant at the time when the fuel tank is lights radios because dirt left anywhere in sounders etc it is essential to have a
the fuel lines or tank will certainly complete separate system and to provide
cause fouling of the injector nozzles when charging current for this by means of a
the engine is started for the first time second alternator or alternator output
PIPING Starter batteries must be of a type
We recommended copper tubing together which permits a high rate of suitable fittings both for the supply Diesel and the return line Run
the tubing
in the longest pieces obtainable to avoid
Carefully follow the recommended wire
sizes shown in the wiring diagrams so the battery is close to
engine and use the following cable sizes
1 for distances up to 8 feet
10 for distances up to 10 feet
20 for distances up to 13 feet
30 for distances up to 16 CONTROLS
The recommended practice is to have the
stoprun lever loaded to the run position
and controlled by a sheathed cable to a
pushpull knob at the pilot station The
throttle lever should be connected to a
Morse type lever at the pilot station by
a sheathed cable
The transmission control lever may be
connected to the pilot station by a flex
ible sheathed cable and controlled by a
Morse type lever The singlelever type
gives clutch and throttle control with
full throttle range in neutral position
The twolever type provides clutch control
with one lever and throttle control with
the other
Any bends in the control cables should
be gradual End sections at engine must be securely linkages are completed check for full travel making sure
that when the transmission control lever
at the pilot station is in and reverse the control lever on
the transmission is on the Check the throttle control lever
and the stoprun lever on the fuel injec
tion pump for full travel
Some models do not require a stop
cable because they have either a fuel
solenoid or an electric fuel of such models are the W58
W13 W27 and W33
FOR FIRST START 5 Fill fuel tank with clean Diesel
fuel oil No2 diesel fuel oil is
The engine is shipped IIdry with recommended The use of No 1 oil drained from the permissible but No 2 is and transmission There
because of its higher be sure to follow these recom procedures carefully the engine for the first time NOTE If there is no filter
in the
filler of the fuel tank the recom
1 Remove oil filler cap and fill oil mended procedure is to pour the fuel
sump with heavy duty diesel lubricat through a funnel of 200 mesh wire
ing oil to the highest mark on the dip See table under Maintenance for
an approved lubricating oil Do not 6 Fill grease cup on the sea Select an approved grade pump if present with a good grade
from the listing and continue to use it of water pump grease
2 Fill the reverse gear to the high
est mark on the dipstick with TYPE A FUEL fluid Do not overfill
Oil level for the Short Profile Sail lhefuel injection system of a com
ing Gear is measured before threading pression ignition engine depends
the dipstick into the housing upon very high fuel pressure during
Engine oil is not recommended because the injection stroke to function
it can foam and it can contain addi correctly Relatively tiny move
tives harmful to some ments of the pumping plungers pro
duce this pressure and if any air
If the engine is equipped with a V drive is present inside the high pressure
fill to the full mark on the dipstick line then this air acts as a cushion
with the recommended lubricant specified and prevents the correct pressure
on the data tag on the V drive housing and therefore fuel injection from
being achieved
3 Fill fresh water cooling system with
a 5050 antifreeze solution only after In consequence it is essential that
opening all petcocks and plugs until all all air is bled from the air is expelled whenever any part of the system has
been opened for repair or surge tank to within one inch
of the top Check this level after
engine has run for a few minutes
If trapped air is released the water BLEEDING PROCEDURES BY MODEL
level may have dropped If so re
fill tank to within one inch of top 1 Initial Engine Startup
and replace filler cap Engine stoppage due to lack
of fuel
4 Ensure battery water level s
at least 38 above the battery a Insure that the fuel and battery is fully charged is filled with the proper
so that it is capable of the extra grade of diesel fuel
effort that may be required on the b Fill any large primary filter
first start water separator with clean
diesel fuel that is installed
between the fuel tank and en
gine To attempt to fill any
large primary filter using the
manual priming lever on the en
gine mounted fuel lift pump may 2 On the fuel injection pump body is a
prove futile or require a con 516 bleed screw Bleed Point B
siderable amount of priming This may be mounted on a manifold
c Turn the fuel selector valve to with a pressure switch Open this
liOn Systems with more than one
one to two turns do not remove it
tank insure that fuel returning and with the priming lever bleed
is going to the tanks being used until fuel free of air bubbles
flows Stop priming and tighten
The above procedures are basic for the bleed screw
all initial engine startups or for
restarting engines stopping due to 3 On the control cover of the injec
lack of fuel tion pump Bleed Point C is a
516 bleed screw Open this W7 AND WPD4 GENERATOR 3600 one to two turns and proceed as in
RPMl Figyre 1 Step 2 Note Bpass this bleed
point on the W30 lnjection pump
1 With the use of a 516 box wrench
or common screw driver open the 4 W50 inection um onl Open the
bleed screw one to two turns on the 16 bleed screw Bleed Point D
outgoing side of the engine mounted on the injector line banjo bolt
secondary fuel filter Bleed one to two turns and with the
point A With firm strokes on the throttle full open and the engine
lift pump priming lever bleed until stop lever in the run position
fuel free of air bubbles flows from crank the engine over with the
this point Stop priming and gently starter until clear fuel free
tighten the bleed screw of air flows from this point
Stop cranking and tighten this
2 With a 58 open end wrench loosen bleed screw
one to two turns the nut securing
the injector line to the injector 5 With a 58 wrench loosen one to two
Bleed Point B turns the injector line attaching
nuts at the base of each injector
Decompress the engine with the lever and with the throttle full open and
on the top of the cylinder head the engine stop control in the run
Crank the engine over with the position crank the engine over with
starter W7 ensure that the engine the starter until fuel spurts by the
stop lever is in the run position nuts and injector line at each injec
and the throttle is full open tor Stop cranking and tighten the
4KW use the defeat position while nut and proceed with normal starting
cranking Crank the engine until procedures
fuel spurts by the nut and line
Stop cranking and tighten the 58
nut and proceed with normal starting Fi ure 6
procedures II II
II W30 Fjgyre 2 II II
W40 klPO 10 12 15 Flgure 3
W50 wao 15 Fjgure 4 These units are W80 BR 30Figure 5
W120 BR45 Figure 5 1 Turn the ignition to the ON position
and wait 1520 seconds
1 Open the banjo bolt on top of te
engine mounted secondary fuel fll 2 Start the engine following normal
ter 12 turns Bleed Point A starting procedures
With firm stroke on the fuel lift
pump priming lever bleed until fuel
free of air bubbles flows from this
point Stop priming and tighten
the bolt
WESTERBEKE W58 WTO 20 Figure 7
1 Open the bleed screw on the top
inboard side of the secondary fuel filter one to two
turns using a 10mm box wrench
Bleed Point A This fuel filter
is equipped with a priming pump With the palm of
your hand pump this primer until
fuel free of air flows from this
point Stop pumping and tighten
the bleed screw
2 With bleed screw A tightened pump
the hand primer several more times
This primes the injection pump which
is The injection pump Fi gure 1
incorporates a feed pump which keeps
the fuel system primed when the en
gine is running thus no external
lift pump is required
3 Loosen the four injector line at
taching nuts at the base of each
injector Bleed Point B one to two
turns with a 16mm openend wrench
Place the throttle in the full open
position and crank the engine over
with the starter until fuel spurts
by the nut and injector lines Stop
cranking and tighten each of the
four nuts and proceed with normal
starting procedure
Figure 2
Figure 3
Figure 4 Fi gure 7
Figure 5 Typical Mechanical Fuel Lift Pump
Figure 6
FOR STARTING 6 As soon as the engine starts re
lease the start switch and the
1 Check water level in expansion preheat button and return the
tank It should be l to 2 in throttle to the idle position
below the top of the tank when immediately
cold
CAUTION Do not crank the engine more
2 Check the engine sump oil level than 20 seconds when trying to start
Allow a rest period of at least twice
3 Check the transmission oil level the cranking period between the start
cycles Starter damage may occur by
4 See that there is fuel in the tank overworking the starter motor and the
and the fuel shutoff is open backfilling of the exhaust system is
possible
5 Check to see that the starting
battery is fully charged all
electrical connections are proper STARTING THE ENGINE WARM
ly made all circuits in order and
turn on the power at the battery If the engine is warm and has only been
disconnect stopped for a short time place the
throttle in the partialiy open position
6 Check the seacock and ensure that and engage the starter as above elimin
it is open ating the preheat THE ENGINE COLD NOTE Always be sure that the starter
pinion has stopped revolving before
Most Westerbeke marine diesel engines again reengaging the starter other
are equipped with a cold starting aid wise the flywheel ring gear or starter
to ease in the starting of your engine pinion may be damaged
when cold
Ensure that the electrical connection to
1 Check to see that the stop lever the cold starting aid is correct
if installed is in the run
position Extended use of the cold starting aid
beyond the time periods stated should
2 Place the throttle in the fully be avoided to prevent damage to the aid
open position
NEVER under any circumstances use or
3 Press the Preheat button in and allow anyone to use ether to start your
hold for 15 to 20 seconds engine If your engine will not start
then have a qualified Westerbeke marine
4 While holding the Preheat button mechanic check your engine
in turn the keyswitch to the ON
or Run position This activates
the panel gauges lights and fuel
solenoid or electric fuel pump if WHEN ENGINE STARTS
so equipped Continue to turn the
keyswitch to the Start position 1 Check for normal oil pressure
and hold for no more than 20 sec immediately upon engine starting
onds Some units may be equipped Do not continue to run engine if
with a pushbutton to start rather oil pressure is not present within
than the keyswitch and in these 15 seconds of starting the engine
cases the electrical system is
activated by fuel pressure 2 Check Sea Water Flow Look for
water at exhaust outlet Do this
5 If the engine fails to start in without delay
20 seconds release start switch
and preheat for an additional 3 Recheck Crankcase Oil After the
1520 seconds then repeat step 4 engine has run for 3 or 4 minutes
subsequent to an oil change or new NOTE The SAO transmission requires that
installation stop the engine and when backing down the shift lever must
check the crankcase oil level This be held in the reverse position since
is important as it may be necessary it has no positive overcenter locking
to add oil to compensate for the mechanism
oil that is required to fill the
engines internal oil passages and
oil filter Add oil as necessary STOPPING THE ENGINE
Check oil level each day of opera
tion 1 Position shift lever in neutral
4 Recheck Transmission Oil Level 2 Idle the engine for 2 to 4 minutes
This applies only subsequent to an to avoid boiling and to dissipate
oil change or new In some of the heat
such a case stop the engine after
running for several minutes at 800 3 If equipped with a stop lever pull
RPM with one shift into forward and the knob and hold in this position
one into reverse then add oil as until the engine stops This stops
necessary Check oil level each the flow of fuel at the injection
day of operation pump After the engine stops re
turn the control to the run position
5 Recheck Expansion Tank Water Level to avoid difficulty when restarting
if engine is fresh water cooled the engine
This applies after cooling system
has been drained or filled for the 4 Turn off the keyswitch Some models
first time Stop engine after it do not use the stop lever as they
has reached operating temperature are equipped with a fuel solenoid
of 17S oF and add water to within or electric fuel pump which shuts
one inch of top of tank off the fuel supply when the key
switch is turned to the off The system is pressurized when 5 Close the and the pressure must be
released gradually if the filler cap is 6 Disconnect power to system with
to be removed It is advisable to pro battery switch
tect the hands against escaping steam
and turn the cap slowly until the resistance of the safety OPERATING is felt Leave the cap in this
position until all pressure is released 1 Never run engine for the cap downward against the periods when excessive to
clear the safety stops and ing occurs as extensive turning until it can be lifted damage can be caused
2 DO NOT put cold water in an over
6 Warmup Instructions As soon as heated engine It can crack the
possible get the boat underway cylinder head block or manifold
but at reduced speed until water
temp gauge indicates 1301S00F 3 Keep intake silencer free from
If necessary engine can be warmed lint etc
up with the transmission in neutral
at 1000 RPM Warming up with the 4 Do not run engine at high RPM with
transmission in neutral takes longer out clutch engaged
and tends to overheat the 5 Never Race a Cold Engine as internal
7 Reverse Operation Always reduce damage can occur due to inadequate
engine to idle speed when shifting oil circulation
gears However when the transmission
is engaged it will carry full engine 6 Keep the engine and accessories
load clean
7 Keep the fuel clean Handle it with
extreme care because water and dirt
in fuel cause more trouble and ser
vice life of the injection system is
reduced
8 Do not allow fuel to run low because
fuel intake may be uncovered long
enough to allow air to enter the
injection system resulting in engine
stoppage requiring system bleeding
9 Do not be alarmed if temperature
gauges show a high reading following
a sudden stop after engine has been
operating at full load This is
caused by the release of residual heat
from the heavy metal masses near the
combustion chamber Prevention for
this is to run engine at idle for a
short period before stopping it High
temperature reading after a stop does
not necessarily signal alarm against
restarting If there is no functional
difficulty temperatures will quickly
return to normal when engine is operat
TEN MUST RULES
IMPORTANT IMPORTANT IMPORTANT
for your safety and your engines ALWAYS
1 Keep this Manual handy and read it whenever in doubt
2 Use only filtered fuel oil and check lube oil level daily
3 Check cooling water temperature frequently to make sure it is 1900
or less
4 Close all drain cocks and refill with water before starting out
5 Investigate any oil leaks immediately
NEVER
6Race the engine in neutral
7Run the engine unless the gauge shows proper oil pressure
8Break the fuel pump seals
9Use cotton waste or fluffy cloth for cleaning or store fuel in a
galvanized container
10 Subject the engine to prolonged overloading or continue to run it
if black smoke comes from the exhaust
ATTENTION
After you have taken delivery of your
engine it is important that you make the
following checks right after the first
fifty hours of its HOUR CHECKOUT INITIAL
Do the following
1 Retorque the cylinder head bolts
2 Retorque the rocker bracket nuts and
adjust valve rocker clearance
3 Check and adjust if necessary the
forward drum assembly and the reverse
band on manual SAO and SAl trans
missions
4 Change engine lubricating oil and oil
filter
5 Check for fuel and lubricating oil
leaks Correct if necessary
6 Check cooling system for leaks and in
spect water level
7 Check for loose fittings clamps
connections nuts bolts vee belt
tensions etc Pay particular atten
tion to loose engine mount fittings
These could cause CHECKOUT
Do the following
1 Check sea water strainer if one has
been installed
2 Check water level in cooling system
3 Check lubricating oil level in sump
Fill to highest mark on dipstick
4 Turn down grease cup on water pump
if used one full turn
5 Check lubricating oil level in trans
mission Fill to highest mark on
dipstick FIGURE 1
SEASONAL CHECKOUT MORE OFTEN IF POSSIBLE
Do the following
1 Check generator or alternator V
belt for tension
2 Check water level in battery
3 Change oil in sump Oil may be
sucked out of sump by attaching a
suction hose 38 ID over the out
side of the oil sump pipe located
aft of the dipstick Figure 1
See Note next page
4 Replace lubricating oil filtr Fig 2
See Note next page
5 Fill sump with approximately 45 US
quarts of diesel lubricating oil to
high mark on dipstick Do not over
fill See Note next FIGURE 2
CAUTION The use of different brands of 3 Fill fresh water cooling system with
lubricating oils during oil changes has antifreeze of a reputable make Refer
been known to cause extensive oil sludg to Cold Weather ing and may in many instances cause com 4 Start engine When temperature gauge
plete oil starvation indicates l75 0 F shut engine down and
6 Start engine and run for 3 or 4 drain lubricating oil Remove and re
minutes Stop engine and check oil place filter Fill sump with High De
filter gasket for leaks Check oil tergent Lubricating Oil
sump level This is important as it 5 Remove air filter Carefully seal air
may be necessary to add oil to com intake opening with waterproofed adhes
pensate for the oil that is required ive tape or some other suitable medium
to fill the engines internal oil 6 Seal the exhaust outlet at the most ac
passages and oil filter Add oil as cessible location as close to the en
necessary Change oil in transmission gine as possible
Use SAE 30 High Detergent Lubricating 7 Remove injectors and spray oil into
Oil Service DG DM or DS Do not cylinders
overfill See note below 8 Replace injectors with new sealing
washer under each injector Turn NOTE slowly over compression
IT IS MANDATORY THAT THE CHECKS 3 4 5 9 Top off fuel tank completely so that no
AND 6 BE ATTENDED TO WHEN TOTAL OPERATING air space remains thereby REACHES 150 HOURS IN SOME INSTANCES water formation by TOTAL IS
REACHED BEFORE END OF SEASON 10 Leave fuel system full of fuel
11 Change fuel filters before putting the
7 Clean Air Filter The time period for engine back in service
replacing the air filter depends on 12 Wipe engine with a coat of oil or
operating conditions therefore under grease
extremely dirty conditions the season 13 Change oil in al frequency should be increased The 14 Disconnect battery and store in fully
correct time periods for replacing the charged condition Before storing the
filter will greatly assist in reducing battery the battery terminals and
bore wear thereby extending the life cable connectors should be treated to
of the engine prevent corrosion Recharge battery
8 Check engine for loose bolts nuts every 30 days
etc 15 Check alignment
9 Check sea water pump for leaks
10 Wash primary filter bowl and screen
If filter bowl contains water or sedi
ment filter bowl and secondary oil
fuel filter need to be cleaned more
frequently
11 Replace secondary fuel filter element
12 Replace air filter
END OF SEASON SERVICE
1 Drain fresh water cooling system by re
moving the surge tank pressure cap and
opening all water system petcocks
2 Remove zinc rod usually located in
heat exchanger and see if it needs
replacing The zinc rod will take
care of any electrolysis that may occur
between dissimilar metals Insert new
zinc if necessary
LUBRICATING OILS
Lubricating oils are available for Westerbeke Diesel engines which offer an of performance to meet the requirements of modern operating conditions
such as
sustained high speeds and These oils meet the requirements of the U S Ordnance Specification Service CC Any other oils which also conform to these
but are
not listed here are of course also suitable
SAE DESIGNATION
COMPANY BRAND
0045 0F 45 0 80 0 F OVER 80 0F
American Oil Co American Supermil Motor Oil lOW 20W20 30
BP Canada Limited BP Vanellus lOW 20W20 30
BP Vanellus 10W30 10W30 Oil Co RPM DELO MultiService Oil lOW 20W20 30
Cities Service Oil Co CITGO Extra Range lOW 20W20 Oil Co CONOCO TRACON OIL lOW 20W20
30
Gulf Oil Corporation Gulflube Motor Oil XHD lOW 20W20 30
Mobile Oil Company Delvac 1200 Series 1210 1220 1230
Shell Oil Company Shell Rotella Tail lOW 20W20 30
Sun Oil Company Subfleet MILB lOW 20W20 30
Texaco Inc Ursa Oil Extra Duty lOW 20W20 30
YOUR NOTES
ENGINE OVERHAUL
Type
Number of cylinders 4
Bore 28745 to 28760 in 73012 to 7305 mm
Maximum oversize bore l1nlinered cylinder o40 in 102 mm
Linered cylinder 020 in 51 mm
Stroke 35 in 889 mm
Capacity 9088 cu in 1489 cc
Compression ratio 23 1
Firing order 1 3 4 2
Torque 64 lb ft 885 kg m at 1900 rpm
Idling speed 300 rpm
Max continuous speed 2500 rpm
Angle of installation 12 0 max
Cylinder head
Valve seat angle 45
Valve seat face width 089 in 229 mm
Valves
Position Overhead Lift 317 in 803 mm
Diameter Head Iolet 1370 to 1375 in 348 to 349 mm
Exhaust 1151 to 1156 in 292 to 294 mm
Stem Inlet 3422 to 3427 in 869 to 870 mm
Exhaust 34175 to 34225 in 868 to 869 mm
Stem guide clearance Inlet 00 5 to 0025 in 04 to 06 mm
Exhaust 002 to 003 in 05 to 08 mm
Valve rocker clearance Running 015 in 38 mm cold
Timing 021 in 53 mm
Seat face angle 44
Seat face width 090OIO in 22925 mm
Valve guides
Length Inlet 2203 in 56 mm
Fitted height above head 563m in 1429 mm
Diameter Outside 5635 to 5640 in 1431 to 1433 mOl
Inside 34425 to 34475 in 874 to 876 mm
Oversizes outer diameter j 010 in 25 mm
Valve springs
Free length Inner 1875 in 4763 mm
Outer 22343 in 5675 mm
Fitted length Inner 14375 in 3651 mm
Outer 15625 in 3969 mm
Pressure Valve closed Inner 20llb 907454 kg
Outer 5052 lb 22907907 kg
Working coils Inner 61
Outer 5
Wire diameter Inner 104 in 264 mm
Outer 144 in 366 mm
Core diameter Inner 715 to 730 in 1816 to 1854 mm
Outer 993 to 1007 in 2522 to 2558 mm
Tappets
Type Flat base barrel type
Diameter 81125 to 81175 in 2060 to 2062 mm
Oversizes 010 in 020 in 25 mm 51 mm
continued
Rocken
Bushes Inside diameter reamed in position 6255 to 626 in 1589 to 1590 mm
Bore of arm 7485 to 7495 in 1901 to 1903 mm
Rocker ratio 141
Pistoas
Material and type Aluminium solid skirt
Clearance at bottom of skirt 0036 to 043 in 091 to 109 mm
Width of ring groove Compression No1 00816 to 0826 in 207 to 210 mm
Nos 2 and 3 0806 to 0816 in 205 to 207 mm
Oil control 1578 to 1588 in 401 to 403 mm
Oversizes 010 in 020 in 030 in 040 in
25 mm 51 mm 76mm 102mm
Piston rings
Number 3 compression I 2 tapered 2 oil
control
Width Compression 0771 to 0781 in 196 to 198 mm
Oil control 1552 to 1562 in 394 to 397 mm
Fitted gap No 1 compression 012 to 020 in 30 to 51 mm
Nos 2 and 3 compression and oil control 008 to 013 in 20 to 33 mm
Clearance in groove No1 compression 0035 to 0055 in 09 to 14 mm
Nos 2 and 3 compression 0025 to 0045 in 06 to 11 mm
Oil control 002 to 04 in 05 to 10 mm
Oversizes 010 in 020 in 030 in 040 in
25 mm 51 mm 76 mm 1002 mm
Gnclgeon pins
Type Floating located in piston by circlips
Fit In piston 00035 in 009 mm clearance to 00005 in 001
mm In connecting rod 0002 to 0009 in 005 to 023 mm
Diameter 9998 to 1000 in 2539 to 254 mm
Length 2360 to 2375 in 5994 to 6032 mm
Crankshaft
Journal diameter 20005 to 2001 in 50813 to 50825 mm
Crankpin diameter 20005 to 2001 in 50813 to 50825 nun
Undersizes journals and crankpins 010 in 020 in 25 mm 51 mm
Endfioat taken on thrust washer at centre main bearing 002 to 003 in 05 to 08 mm
Main bearings
Number and type 3 shell type
Material Steelbacked copperlead
Length 1213 to 1223 in 3081 to 3106 mm
Inner diameter 20025 to 20032 in 50863 to 50881 mm
Running clearance 0010 to 0027 in 025 to 068 mm
Undersizes for reground journals 010 in 020 in 25 mm 51 mm
Connecting rods
Length centres 6498 to 6502 in 16505 to 16515 mm
008 to 012 in 20 to 30 mm
Smallend bush inner diameter reamed in position 10002 to 10007 in 2540 to 2542 mm
Bigend bearings
Material Steelbacked copperlead
Length 963 to 973 in 2446 to 2471 mm
Diameter Inner 20025 to 20032 in 50863 to 50881 mm
Running clearance 001 to 0027 in 025 to 068 mm
Undersizes for reground crankpins o 010 in 020 in 25 mm 51 mm
con tin u e d
Camsbaft
Journal diameter Front 178875 to 178925 in 45434 to 45447 mm
Centre 172875 to 172925 in 43910 to 43922 mm
Rear 162275 to 162325 in 41218 to 41231 mm
Endfioat taken on thrust plate at front end 003 to 007 in 08 to 18 mm
Camshaft beariDp
Number 3
Type Steelbacked white metal
Inner diameter reamed in position Front 179025 to 179075 in 45472 to 45485 mm
Centre 173025 to 173075 in 43948 to 43961 mm
Rear 162425 to 162475 in 41256 to 41269 mm
Running clearance 001 to 002 in 025 to 051 mm
Valye timine
Chain pitch 375 in 9525 mm
Number of pitches 54
Chain type Duplex roller
Valve to rocker clearance Running 015 in 38 mm
Timing check 021 in 53 mm
Inlet valve Opens 5 BTDC
Closes 45 AB DC With 021 in 53 mm valve
Exhaust valve Opens 45 BBDC rocker clearance
Closes 5 ATOC
Timing markings Dimples on timing wheels timing disc on crankshaft
pulley and pointer on crankcase front cover
Tensioner type Renold springloaded slipper type with oil Diameter
11375 in 289 System Pressure
Pump type Eccentric rotor
External filter Tecalemit fullflow
Oil pressure Idling 15 Ibsq ill 105 kgcm l
Normal running SO Ibsq in 352 kgcm I
Release valve spring Free length 2859 in 7264 mm
Fitted lensth 2156 in 5477 mm at 13 lb 612 kg load
Kecommended lubrication oil See Page BI
SAO Direct Drive
21 RG
SAOV Vee drive Direct Drive
167 1 and 2 1 RG
RB Freewheeling sailing gear 191RG
or Warner Gear All ratios
Propeller rotation All left hand except Warner 1 91 1
ENGINE MOUNTS
All Models Flexible SYSTEM
Type Centrifugal Pump Thermostat
Thermostat Setting 176Fto 183F
Water Capacity Fresh 7 Qualts
con tin u e d
FUEL SYSTEM
Lift pump AC mechanical
Type U
Static pressure no delivery S Ibsq in 3S kgcmW
Injection pump CAV
1st type DPA3246496
2nd type DPA3246776 or 3rd type
DPA3246847
Injectors CAV PiDtaux
Nozzle type Early engines Later engines
Nozzle holder type Early engines Later engines
Opening pressure 135 Main filter
CAV bowlless
Type FS583602O
Static injection timing 22 BTDC fully retarded
CAPACITIES
Sump including filter 45 Quarts
TORQUE WRENCH SETTINGS
Engine
Cylinder head nuts 71 lb ft 98 kg m
Main bearing nuts 75 lb n 1037 kg m
Bigend bolts 3S lb n 485 kg m
Flywheel nuts 37 lb ft 5007 kg m
Injector securing nuts 12 lb ft 17 kg m
Injector nozzle nut SO lb n 70 kg m
Rocker bracket nuts 25 lb It 304 kg m
Manifold nuts IS lb ft 21 kg m
Engine rear distance piece bolts in 20 lb ft 28 kg m
tin 30 lb ft 41 kg m
Water pump bolts 17 lb ft 23 kg m
Fuel injection pump
Governor housing securing screws 40 lb in 046 kg m
Distributor rotor screw 28 lb in 32 kg m
Cam advance screw 400 lb in 46 kg m
Drive plate screw
Direct 160 Ib in 185 kg m
Indirect
Ring spanner and torque adaptor centres at 26 in
66 mm 140 lb in 61 kg m
Ring spanner and torque adaptor cenlres at 5 in
127 mm 115 lb in 132 kg m
Transfer pump rotor 65 lb in 75 kg m
End plate set bolt 45 lb in 52 kg m
Hydraulic head locating fitting 35 lb in 405 kg m
Advance unit housing cap nut 110 lb in 1251g m
Advance unit housing stu1 60 lb in 9 kg m
Advance unit hOllsing pring cap and end plu 250 lb in 29 kg m
Hydraulic head lockil screw 170tbintl 96kgm
Highpressure outlet unions and banjo pipe bolts 270 I in 3l kg m
Control and shutotT lever bolt or nut 30 lb in 34 kg m
Fuel inlet connection 360 lb in 415 kg m
Add 5 atmospheres to the opening pressure when letting new injectOR or after fittin DeW sprinp to allow Cor settIiDa or tho UUecor
components
SECTION A
THE ENGINE
Section
Bigend and replacing A13
Camshaft
and replacing A3S
Removing and replacing A34
Crankcase front and replacing A30
Crankshaft and main and replacing A39
Cylinder headremoving and replacing A18
Cylinder A41
Decarbonizing A2S
Description AI
Engine front and replacing A37
and replacing A36
Flywheel starter ringremoving and replacing A40
Fuel injection pump
Driving gear lubricator and lubricator filter and repladng A6
Driving and replacing A33
Gearbox distance and replacing A3S
Inlet and exhaust and replacing A17
Lubrication system A3
Oil AS
Oil pressure AS
Oil pressure release valve A7
Oil pump
Dismantling and reassembling A12
Removing and replacing All
Oil and replacing AtO
Piston and connecting rod
Dismantling and reassembling A20
Removing and replacing A19
Piston and replacing A21
Piston sizes and cylinder bores A22
Service tools End of Section
Sump
Draining A4
Removing and replacing A9
and replacing A27
Timing chain
Removing and replacing A32
and replacing A31
Valves
Grinding A24
and replacing A26
Removing and replacing A23
Timing check A29
Valve rocker A2S
Valve rocker shaft
and replacing A16
Dismantling and reassembling AIS
Removing and replacing Al4
Valve seat Edition Issue I 60740
1
11111111 111 I I I I 1
11
I 11111111 1111
THE ENGINE
Longitudinal
AaoqOI
111 1 I 1 1111111 111111 I 1

A THE ENGINE
timing chain is of the doubleroller type and a AI type oilfed timing chain tensioner is fitted
The forgedsteel crankshaft is sup
ported by three main bearings of generous dimensions to
DESCRIPTION
give adequate bearing surfaces in order to withstand the
The Westerbeke 25 HP diesel engine is of the indirect considerable loads experienced in diesel engines The
injection type with four cylinders having a nominal bearings are of the steel shell type lined with of 2875 in 73 mm and a stroke of 35 in
Crankshaft thrust washers of steelbacked white metal
889 mm with a compression ratio of 23 1 are fitted on each side of the centre main bearing
The cylinder block and crankcase is a onepiece casting The connecting rods are ofHsection forged steel with
In ighquality cast iron ensuring maximum rigidity and renewable big and sma11end bearings Like the Fulllength water jackets are provided so
that bearings the bigend bearings are of the steel shell type
even cylinder temperatures alld high wear resistance are lined with The bigends are
diagonally split to permit the pistons
The cylinder head carries the valve operating gear and connecting rods to be withdrawn upwards through
inlet and exhaust valves fuel injectors and heater plugs the cylinder bores
Large circulation passages are cast in the head ensuring Oil jet holes are drilled in the upper halves of the
adequate cooling The combustion chambers are the bigends and these supply the cylinder walls with Comet V type The combustion intake
exhaust lubrication The smallends are fitted with Clevite and expansion tank is a one piece aluminum Aluminium pistons of the
solid skirt type are mounted to the lefthand side of the cylinder head and a specially shaped crown is incorporated to suit the
of the combustion chamber
A quickly detachable rocker cover embodying an oil Three compression and two oil control rings are encloses the overhead valve gear which
is pushrod and the floatingtype gudgeon pin is secured in by means of circlips The top
compression ring is chrome
The forgedsteel camshaft is mounted in the lefthand plated while the peripheries of the other two are tapered
side of the cylinder block and is supported by three white Inlet valves of large head diameter are used to promote
metal bearings The cam profiles are designed to prevent good charging and oil seals are fitted to the stems of all
surge and to givl quiet operation of the valve gear The valves
AND PORT VIEWS MODEL FOUR91
A 111111 11111 11111 III
11111 1I1t 111 111111111111 1111111 II 11 11111
THE ENGINE A
The oil pump is of the eccentric rotor nondraining and crankshaft to the main bigend and camshaft
type and is driven from the camshaft bearings and the fuel injection pump drive coupling
A fullflow oil filter is mounted on the side of the From the camshaft rear bearing oil at reduced pressure
crankcase is fed through drilled passages in the crankcase cylinder
The fuel injection pump is of the CAV distributor head rocker shaft rear bracket and rocker shaft to the
type incorporating an automatic advance device and a valve rockers and adjusting screws Surplus oil from the
governor both of which are hydraulically operated The valve rockers returns to the sump via the pushrod
pump is on the righthand side of the tunnels to lubricate the tappets From the front camshaft
engine and is driven by the camshaft through a shaft and bearing oil is supplied at reduced pressure to the timing
gear mounted transversely in the crankcase chain tensioner through a drilled passage in the front of
The fuel lift pump is of the AC mechanical type and the cylinder block to lubricate the timing chain Surplus
is driven by the engine camshaft Fuel oil is delivered to oil from the timing chain returns to the sump through
the injection pump via an external filter of the CAV two holes in the front main bearing cap Lubrication of
bowlless type having a renewable paper element the cylinder bores is effected by jet holes drilled in the
CA V Pintauxtype fuel injection nozzles are used connecting rod bigend bearings
and a leakoff pipe returns any backleakage of fuel from
the injector nozzles to the supply side of the fuel system Section A4
The leakoff pipe is connected to the main fuel filter to
provide continuous airventing of the filter and to prevent DRAINING THE SUMP
the buildup of excessive pressure inside the filter
The sump is pumped out by attaching a 38
A centrifugal fresh water pump mounted on the front of ID hose over the dip stick tube This opera
the cylinder block and the raw water pump mounted below tion should be performed immediately after a
the combmatlon manIfolds and expansion tank along with run while oil is hot Refill at once with new oil
the alternator are belt driven from the crankshaft pully of the same brand and grade
The cooling system is controlled by a thermostat in the Section AS
cylinder head
EXTERNAL OIL FILTER
The external filter is of the fullBow type thus ensuring
that all oil in the lubrication ircuit passes through the
filter before reaching the bearings
Oil is passed through the filter from the pump at a
pressure controlled at 50 lbsq in 35 kgem by
the engine oil pressure release A3 Should the filter become completely choked due to
neglect a balance valve is provided to ensure that oil
LUBRICATION SYSTEM will still reach the bearings
The oil supply is carried in the sump below the The filter element is removed by block and the filler cap is fitted on the valve
the case from its base A small amount of spill
rocker cover The oil level indicator rod is on the right age will occur when this is done and a small
hand side of the engine and is marked to indicate both waste container should be held underneath as
the maximum and minimum leels the element is unscrewed
An oil pump
located in the lefthand side of the crankcase is driven
from the camshaft Oil is drawn through a gauze inside the sump and is delivered through in the crankcase to the fuel injection pump drive
gear lubricator and the oil pump driving spindle via a
penciltype filter gauze and to a plunger
type release valve all of which are located at the rear of
the crankcase on the lefthand side From the release valve
oil is fed through a drilling across the rear of the crank
case and a horizontal feed gallery in the righthand side
of the crankcase to the external oil filter
From the cle3l1 side of the filter oil passes through the oil
cooler into main oil gallery and then through drillings in
the crankcase
A THE ENGINE
When reassembling ensure that the copper joint
washers are in good condition and wiII make an oiltight
joint
Section A7
OIL PRESSURE RELEASE VALVE
The oil pressure release valve is situated
at the rear on the lefthand side of the crankcase and
is held in position by a large hexagon nut sealed by a
fibre washer The release valve spring maintains a valve
cup against a seating machined in the cylinder block
During major overhauls or in the event of low oil
pressure when it is known that all other components of
the engine are in good condition the release valve should
be removed using tool 18G69 and examined to ensure
that the cup is seating correctly and that the spring has
not lost its tension If the valve cup is scored or shows
signs of wear it should be renewed
The release valve spring should be checked by measur
ing its free length it should be renewed if it is below
the specification given in the GENERAL DATA section
The valve seating can be checked by applying engineers
blue to the conical face of the valve and testing for
continuous marking Should the seating be damaged
the valve cup mut be lapped in using valve grindingin
tool A6
FUEL INJECTION PUMP DRIVING GEAR
LUBRICATOR AND LUBRICATOR FILTER
GAUZE
The fuel injection pump driviog gear is through a lubricator and lubricator filter
gauze both of which are screwed into tappings in the
main feed passage from the oil pump on the of the engine J
A474ttAW
At every alternate engine oil change tht lubricator and
the filter gauze should be withdrawn and cleaned in Fig A2
petrol A stiff brush should be used to remove the Location of the fuel injection pump driving of sludge from the filter gauze and the
lubri lubricator and the lubricator filter on the left md
cator should be blown clean with compressed air side of the THE
ENGINE A
Pump out sump Refer to Section A4
Remove dipstick
Remove dipstick tube bracket
Disconnect dipstick tube ferrule nut and remove tube
Unscrew the 19 securing bolts with washers and detach
the sump from the crankcase
Clean the sump thoroughly with paraffin allow to
dry and blowout any residue with compressed air
Before refitting the sump to the crankcase inspect the
front and rear main bearing cap cork seals and the sump
to crankcase joint washer If the seals and joint washer
Fig A3 are found to be in good condition and have not been
Removing lire oil pressure release Iaile cup with tool damaged during removal of the sump they may be used
18G69 again but it is always advisable to renew the sump joint
A8 When fitting a new sump to crankcase joint washer
clean the joint faces on the sump and crankcase ensuring
that all traces of the old joint washer are removed Smear
OIL PRESSURE
the crankcase joint face with grease and place the new
Provided the oil filter element is clean and in good joint washer in position Lift the sump into position the oil pressure during normal
running and install the securing screws tightening them in a diagonal
when the engine is idling should be in accordance with sequence commencing at the centre and working out
the figures given in the GENERAL DATA section As wards to the ends of the sump
the filter element becomes choked the pressure will
become progressively less and on an engine known to
be in good condition a drop of between 10 to 15Ibsq in
7 to 10 kgfcm below the normal pressure is an
indication that the filter element has become choked and Section AIO
is being bypassed This can be remedied by renewing
the oil filter element REMOVING AND REPLACING
Should there be a noticeable drop in oil pressure THE OIL STRAINER
when it is known that the oil filter element is in a good Remove the sump as described in Section A9
and clean condition the following points should be The oil strainer is mounted direct onto the base of
checked the oil pump and is removed by unscrewing the three
I Ensure that there is a good supply of the correct set screws and spring washers which secure it to the oil
grade of oil in the engine sump pump cover
2 Check the oil pressure release valve Section A7 Clean the strainer in kerosene using a stiff bruh to
3 Check the operation of the oil pressure gauge by dislodge the sludge particles from the strainer gauze
substitution Replacement is a reversal of the procedure to remove
4 Ensure that the oil strainer in the engine sump is renewing the strainer to oil pump joint washer
clean and not choked with foreign matter
5 Check the oil pump for correct operation and wear
Section A12 ensuring that there is no air leakage
between the pump cover and body Section AII
6 Check that the working clearance of aU bearings to
which oil is supplied under pressure is not excessive REMOVING AND REPLACING THE
see GENERAL DATA OIL PUMP AND DRIVING SPINDLE
Remove the sump and oJl strainer as described in
Sections A9 and AtO
Section A9 Unscrew and remove the three nuts with plain and
spring washers securing the pump to the crankcase and
REMOVING AND REPLACING THE SUMP withdraw the pump
Remove the drain plug which is located on the left Remove the pump to crankcase joint washer
hand side of the sump and drain the contents into a Before the oil pump driving spindle can be withe wn
suitable container the fuel injection pump and the fuel injection pump
A THE ENGINE
1 Lubricate all parts with clean engine oil
2 Ensure that the outer rotor is installed in the
pump body with its chamfered end at the driving
end of the rotor pocket in the pump body
3 After reassembling check the pump for freedom
of action
Section A13
REMOVING AND REPLACING
THE BIGEND BEARINGS
Remove the sump oil strainer and oil pump Sections
Fig A4 A9 AlO and AIl
Unlock and remove the bigend bearing cap bolts
The lobe cleaa1lce should not exceed 006 in withdraw the bearing caps detach the connecting rods
152 mm when the oil pump rotors are in the posi from the crankshaft and extract the bearing liners
tions illustrated
As the bearings are of the shimless type it is essential
that no attempt be made to adjust them Worn spindle must be removed as described in Sections should always be renewed
Dl2 and A33 The bearing liners are located in their housings by a
Replacement is a reversal of the foregoing procedure small tag on one side of each liner engaging a a new oil pump to crankcase joint washer
ing groove in the connecting rod and bearing cap It
should be noted that the bearings are fitted so that the
tags are on the same joint edge of the bearing A12 although on opposite corners
Connecting rods and bearing caps are mated pairs and
DISMANTLING AND REASSEMBLING a bearing cap must only be refitted to the connecting rod
THE OIL PUMP from which it was originally taken To assist when
reassembling both the connecting rod and cap are
Unscrew the two securing screws and carefully with stamped with the cylinder number to which it is fitted
draw the cover which is located on the base of the oil as shown in Fig A6 Bearing liners have no such mark
pump body by two dowels ings and when used liners are to be refitted they should
Withdraw the outer rotor and the inner rotor complete be suitably marked with the position in the oil pump shaft from the pump body
rodthat is rod half or cap halfand the connecting
Thoroughly clean all parts inkeFosine and inspect them rod number
for wear The rotor endfloat and lobe clearances should A punch should not be used to mark the liners
be checked as follows Replacement is a reversal of the foregoing procedure
1 Install the rotors in the pump body place a lubricating the crankpins and bearing liners liberally with
straightedge across the joint face of the pump clean engine oil and fitting new bearing cap bolt lock
body and measure the clearance between the top washers Tighten the bearing cap bolts to the torque
face of the rotors and the under side of the
The clearance should not exceed
005 in 127 mm In cases where the clearance
is excessive this may be remedied by removing
the two cover locating dowels and carefully
lapping the joint face of the pump body
2 Check the diametrical clearance between the outer
rotor and the rotor pocket in the pump body If
this exceeds 010 in 254 mm and cannot be
remedied by the renewal of either the pump body
or the rotors then the pump assembly should be
renewed
3 With the rotors installed in the pump body
measure the clearance between the rotor lobes
when they are in the positions shown in Fig A4
If the clearance is in excess of 006 in 152 mm
the rotors must be renewed Fig A5
Reassembly is a reversal of the dismantling procedure Checking the oil pump rotor endJIoat which sir d
noting the following points not exceed 005 in 127 mm
THE ENGINE A
Section AIS
DISMANTLING AND REASSEMBLING THE
VALVE ROCKER SHAFT ASSEMBLY
Unscrew and remove the rocker shaft locating screw
from the rocker shaft rear mounting bracket
Withdraw the split pin and plain and spring washers
c from each end of the valve rocker shaft and slide off
the rockers brackets and spacing springs noting their
positions on the rocker shaft Unscrew the plug from the
front end of the rocker shaft the plug in the rear end of
the rocker shaft is a drive fit and should not normally be
removed
Thoroughly clean all components with kerosene dry
and then clear the oil ways in the rear rocker bracket
rocker shaft and valve rockers with compressed air
Fig A6 When reassembling commence with the rear bracket
and secure the rocker shaft in position ensuring that the
The connecting rod bigend bearing locating tags A
dowel end of the locating screw properly engages the
and grooles B The figures c indicate the cylinder
locating hole in the rocker shaft The valve rockers and
from which the rod and cap were remoled
remaining rocker brackets are but used
parts should be replaced on the rocker shaft in their
original given in the GENERAL DATA section using
torque wrench ISG372
Section A16
Section A14 REMOVING AND REPLACIG ROCKER BUSHES
Remove and dismantle the rocker shaft Sections A14
REMOVING AND REPLACING THE and A15
VALVE ROCKER SHAFT ASSEMBLY To remove and replace worn rocker bushes the use of
Unscrew the two nuts securing the valve rocker cover Service tool lSG226 is recommended the bushes and the
withdraw the plain washers cup washers and sealing rockers can be very easily damaged by using and lift off the valve cover taking care not
to drifts Place the rocker on the anvil and drive out the
damage the cork gasket worn bush Fig A7
Place a new bush on the driver and position the bush
Slacken the 14 cylinder head nuts a turn at a time in
with the butt joint at the top of the rocker bore and the
the order shown in Fig A9 until the load has been
oil groove in the bush at the bottom of the rocker Spanner ISG694 should be used to slacken the
as shown in Fig AS
three nuts located below the valve rocker shaft This wiII
avoid distortion of the cylinder head as four of the valve
rocker shaft bracket retaining nuts also serve to retain
the cylinder head Completely unscrew these four nuts
and remove the remaining four nuts retaining the rocker
shaft brackets noting the rocker shaft locating screw lock
plate positioned under the righthand nut securing the
rocker shaft rear bracket Remove the valve rocker with rockers and brackets
Replacement is a reversal of the above the cylinder head retaining nuts to the torque
figure given in the GENERAL DATA section in the
order shown in Fig A9 The nuts should be a turn at a time with torque wrench ISG372 using
spanner lSG694 to tighten the three nuts located below
the rocker shaft
Before replacing the valve rocker cover check and
adjust the valve rocker clearances as described in Section Fig A7
A2S Fitting a mire rocker bliSh Ising SeTlice toollSG226
A THE ENGINE
The exhaust manifold and manifold gasket can be
withdrawn after the two remaining nuts with plain
washers securing it to the cylinder head have been
removed
When reassembling which is a reversal of the above
procedure remove all traces of the old gasket from the
cylinder head and manifold joint faces and fit a new
gasket Do not forget to fit the foremost manifold clamp
washer at the same time as the exhaust manifold is fitted
Bleed the fuel system Section 010
Fig A8
Showing the correct position for a mhe rocker bush
A Oilways n Joint in rockcr bush c Oil groovc
It will be necessary to drill the oil holes in the bush
to coincide with the oilways in the rocker The oil hole Section AIS
to the adjuster end can be drilled before the bush is
fitted extra care being taken to keep the holes of the REMOVING AND REPLACING
bush and rocker in line during the pressingin operation THE CYLINDER HEAD
If the holes are drilled after fitting the following Drain the water from the cooling system
procedure should be adopted Remove the adjuster screw Remove the inlet and exhaust manifolds Section A17
and use a 093 in 236 mm drill to drill out the end plug and the valve rocker shaft assembly Section A14
and to continue the oiay through the bush Replug the Withdraw the eight pushrods storing them carefully so
end after this operation with a rivet Part No 5C2436 that they may be replaced in their original pmitions
and weld the plug into position The oil hole in the top One way of doing this is to punch eight small holes in a
of the rocker barrel should be continuld through the piece of cardboard number the holes and insert each
bush with a No 47 drill 0785 in 198 mm pushrod into its corresponding hole in the card
Finally burnishream the bush to the dimensions Disconnect the fuel feed pipes from the injectors and
given in the GENERAL DATA section the injection pump and remove the pipes complete with
clamps and damper bushes Seal off the fuel injection
pump and the injector unions with sealing caps 180216
to prevent the ingress of foreign matter
Remove the remaining 10 cylinder head retaining nuts
and washers and lift the cylinder head with a direct pull
to withdraw it evenly up the studs
NOTEThe cylinder head joint face is machined with
Section AI7 the combustion chamber inserts installed As the inserts
are a loose fit in the cylinder head they should be removed
REMOVING AND REPLACING THE and suitably labelled with their cylinder number so that
INLET AND EXHAUST MANIFOLDS they may be replaced in their original positions
When reassembling which is a reversal of the above
procedure ensure that the surface of both the cylinder
Close inlet and outlet raw water seacocks Open drain 12
tap on right side of cylinder block Open drain taps on
bottom of heat exchanger Disconnect hose from Disconnect hoses from heat exchanger adjustment bracket and remove belt
Remove the two hoses from raw water pump Discon
nect exhaust pipe from integral manifold Remove air
filter Remove bolt securing each end of manifold to
cylinder head then remove the remaining four nuts
Lift off manifold with heat exchanger and water Fig A9
Cylillder head nut slackening and tightening seque e
THE ENGINE A
clear of the cylinder bore Withdraw the connecting rod
and piston from the top of the cylinder block and refit
the bearing cap
The bigend bearings are offset in the connecting
rods the bearings of Nos 1 and 3 connerting rods are
offset towards the rear and those for Nos 2 and 4 towards
the front
When used parts are to be refitted it is essential that
they are installed in their original positions To facilitate
this each connecting rod and cap is stamped with the
cylinder number see Fig A6 to which it was fitted
Before fitting new parts should be marked in a similar
manner
Before replacing the piston and connecting rod which
is a reversal of the above procedure set the piston ring
gaps at 180 0 to each other
Fig AI0
It is essential that the pistons and connecting rods are
Spanner I8G 694 and torque wrench 18G 372 are lIsed
installed in their own cylinder bores and the same way
to tighten the three cylinder head 1S Ivcated below
round ie the combustion cavity ill the piston crown
the rocker shaft
and the oil jet hole ill the bigend bearing must be on
the side of the engine opposite to the camshaft
Use piston ring compressor 18G 55 A see Fig AlI
head and cylinder hlock arc clell1 Coat both sides of to facilitate the installation of the piston in the bore and
the copper asbestos type glskct with Hylomar SQ32 to avoid the breaking of the piston compound The later compound type gasket
Fit new lock washers and tighten the bigend bearing
must be fitted dry One side of the gasket is marked cap bolts to the figurc given in the GENERAL DATA
FRONT and TOP fr correct rerlacement section using torquc wrench 18G 372
Replace the pushrods ensuring that each one is
installed into the position from which it was and refit the valve rocker shaft assembly Tighten
the cylinder head nuts a quarter of a turn at a time in the Section A20
order shown in Fig A9 with torque wrench 18G 372 set
to break at the torque figure given in the GENERAL DISMANTLING AND section Spanner I8G 694 should be used to
A PISTON AND CONNECTING ROD
tighten the three nuts located below the rocker shaft Remove the two circlips securing the gudgeon pin in
Check and adjust the valve rocker clearances as its position using circlip pliers I8G 1004 and press the
described in Section A28 gudgeon pin out Suitably mark the pistons and gudgeon
Bleed the fuel system of air as described in Section
DlO start the engine and allow it to run at a fast
idling speed until it is thoroughly warm Stop the the valve rocker cover retightcn the cylinder
head nuts as described above and check and adjust the
valve rocker clearances if A19
REMOVIlG AD REPLACIJG
A PISTON AND CONNECTING ROD
The pistons and connecting rods can be from the top of the cylinder block
Remove the Sllmp as described in Section A9 the
oil strainer Section AI 0 tle inlet and exhaust AI7 and the cylinder head Section A18
Unlock and remove the bigend bearing cap the bearing cap release the connecting rod Fig AlI
from the crank pin journal and push the connecting rod Refitting a pison and connecting rod using Se ice
and piston assembly upwards until the piston rings are too18G 55 A to compress the piston rings
A THE ENGINE
smoothly ground hacksaw blade or a disused 020 in
50 mm feeler gauge may be used for this operation
Raise one end of the ring out of its groove and insert
the blade between the ring and the piston Rotate the
blade around the piston applying slight upward pressure
to the raised portion of the ring until it rests on the land
above the ring groove The ring can then be eased off the
piston
Before refitting the rings clean the grooves in the
piston and remove any carbon deposit Care must be
taken not to remove any metal or excessive sideplay
between the ring and the groove will result with conse
quent increased oil consumption and loss of The periphery of No1 compression ring is
chromium
plated while the peripheries of Nos 2 and 3 compression
rings arc tapered To assist correct reassembly the upper
faces of the tapered rings are stamped with the word
New rings must be tested in an unworn part of the
cylinder bore to ensure that the entis do not butt together
Insert the piston into the cylinder bore push the new
ring onto the top of the piston to ensure that the ring is
square with the cylinder bore and measure the gap with
a feeler gauge The correct ring gaps are given in the
GENERAL DATA section
Fig AI2
Removing a gudgeon pin eireip Ising eirclip pliers
18G 1004 Section A22
pins to facilitate reassemhly to their original connecting PISTONS SIZES AND CYLINDER BORES
rods When fitting new pistons selective assembly is neces
Check the gudgeon pin and connecting rod littleend sary and to facilitate this the pistons are stamped with
bush for wear against the dimensions given in the figures on their crowns Oversize DATA section If the littleend bush is
worn it should be removed and a new bllSh a light press
When fitting a new littleend bush ensure that the butt
joint of the bush is on the camshaft side of the connect
ing rod that the oil grooves in the bush are at the top
of the littleend bore and that the oil holes in the bush
and connecting rod are aligned with each other
After installing new littleend bushes must be to the dimemion given in the section
New gudgeon pins should be fItted by The gudgeon pin should be a hard handpush
fit at a room temperature of 20 C 68 0 F
When reassembling the piston to the connecting rod
ensure that the combustion cavity in the piston erown
is on the same side of the connecting rod as the oil jet
hole in the bigend bearing
Secure each gudgeon pin in position with the two
circlips ensuring that they fit well into their A21 Fig A13
Sho1ling the correct position for a connecting rod
REMOVLG AND REPLACING littleend bush
PISTON RINGS
A Oilway c Bush joint on camshaft side
In the absence of a special piston ring expander a B Oil groove of connecting rod
TIlE ENGINE A
Section A23
REMOVING AND REPLACING
THE VALVES
Remove the inlet and exhaust manifolds Section A17
and the cylinder head Section Al8
Detach the circJips from the valve spring cap retainers
compress each pair of valve springs using valve spring
compressor 18G45 and detach the two valve cap re
tainers from the stem of the valve Release and remove
the valve spring compressor and remove the valve spring
cap valve guide shroud valve oil seal inner and outer
valve springs and valve spring lower collar
Withdraw the valves from their guides keeping them
in their relative positions when removed from the ngine
to ensure replacement in their original valve guides The
valves are numbered on their heads I to 8 commencing
from the front of the engine If new valves are fitted they
should be identified in a similar manner
To replace fit each valve mto its guide and install the
lower collar inner and outer valve springs valve guide
Fig A14
shroud and valve spring cap
Remove the eireip and compress the valve springs with Compress the valve springs and fit a new oil seal to the
Service tool 18G45 valve stem in the bottom ofthe spring cap retainer groove
Do not refit the old seals or oiltightness may be lost with
consequent increased oil consumption It will be food that
the new seals are more easily fitted if they are soaked iD
are marked with the actual oversize dimensions A piston
engine oil for a short time before use
stamped 020 is only suitable for a bore 020 in 508
Refit the valve spring retainers remove the valve spring
mm larger than the standard bore similarly pistons
compressor and replace the retainer circlip
with other markings are only suitable for the oversize
Owing to the limited clearance between the crowns of
bore indicated
the pistons and the cylinder head joint face when the
After reboring an engine or whenever fitting pistons pistons are in the TDC position it is imperative that the
differing in size from those removed from the engine top faces of the valve heads stand down 018 to 038 in
ensure that the size of the piston fitted is stamped clearly 46 to 96 mm below the joint face of the cylinder head
on the top face of the cylinder block alongside the The dimension is checked by placing a cylinder bore Pistons are available in the
across the cylinder head joint face and measuring the
sizes indicated in the following table clearance between the under side of the straightedge and
the top faces of the valves Valves having a standdown
clearance greater than the above limit may adversely
affect the engine compression and should be renewed
Suitable bore Metric
Piston marking size equhalent
STANDARD 2R757 to 73043 to
28760 in 73050 mm
OVERSIZE
010 in 254 mm 28857 to 73297 to
28860 in 73304 mm
020 in 508 mm 28957 to 73551 to
28960 in 73558 mm
030 in 762 mm 29057 to 73805 to i
29060 in 73812 mm
29157 to Fig A15
040 in 1016 mm 74059 to
29160 in 74066 mm Checking the valve standdown in relation t he
cylinder head joint face
A THE ENGINE
should be ground to its seat with a semirotary motion
and occasionally allowed to rise by the pressure of the
light coil spring This assists in spreading the paste
evenly over the valve face and seat It is necessary to
carry out the grinding operation until a dull even mat
surface free from blemish is produced on the valve seat
and valve face
On completion the valve seat and ports should be
cleaned thoroughly with a rag soaked in paraffin dried
and then thoroughly cleaned by compressed air The
vahes should be washed in paraffin and all traces of
grinding paste removed
A4839 Section A25
Fig A16
Grinding ill a lre using Service tool 18G29
Occasionlllly Ii the lalve off its seat to spread the Remoe the inlet and the exhaust manifold Section
grinding paste clly over the seat and lQJe face A17
Remove the cylinder head and gasket Section Al8
If when fitting new valves the standdown is found to and withdraw the valves as decribed in Section A23 and
be less than the above limit adjustment should be carried the fuel injectors as described in Section D16
out hy refacing or grinding the valves Section A24 Plug the waterways in the cylinder head and cylinder
block with dean rag
If special equipment for decarbonizing is not A24 it will be necessary to scrape thc carbon deposit
from the
piston crown and the cylinder head using a blunt scraper
An odd length of copper tubing with the end flattened
Operational efficiency of the and filed up makes an ideal scraping tool which will not
engine depends largely on the maintenance of good scratch
compression therefore contact between the valve faces A ring of carbon should be left round the periphery
and their seatings should be perfect of the piston crown and the rim of carbon round the top
Remove the valves as described in Section A23 and of each cylinder bore should not be removed An old
clean them thoroughly Examine the face of each valve
for signs of pitting any badly pitted valves being either
renewed or refaced with a suitable grinder For details
of the valve scat angle see the GENERAL DATA
section
If the valve seats in the cylinder head show signs of
pitting or unevenness they should be refaced by the use
of the valve seat cutting tools illustrated at the end of
Section A When using these tools which save lengthy
and wasteful grinding in care must be exercised to remove
only as little metal as is necessary to ensure a true seat
Worn seats u5ually have a glasshard surface and the
glaze breaker should be used to prepare the seat surface
for any recutting that may be necessary should be used to maintain the valve seats at
their correct width as given in the GENERAL DATA 10
Q
section
When grinding a valve onto its seating the valve face
should be smeared lightly with a fine or paste and then lapped to its seat too118G29 Avoid the usc of excessive quanti
Fig A17
ties of grinding paste and see that it remains in the region Badly pitted valle seats should be refaced using
of the valve seating only Senice tools 18G25 18G25A 18G25B 18G25C
A light coil spring placed under the valve head will 18G27 18G167 18G167A 18G167B considerably in the process of grinding The valve
and THE ENGINE A
outwards until they protrude 562 in 1423 mm
above the machined face of the valve spring seat see
Fig A18
Valve guides with an outer diameter 010 in 254 mm
oversize are available for fitment where the normal fit bas
been impaired during the removal of an old guide
Section A27
REMOVING AND REPLACING
THE TAPPETS
Remove the valve rocker shan assembly Section Al4
and withdraw the pushrods taking care to store them as
described in Section A18 so that they may be replaced
in their original positions
Fig AlS Remove the inlet and exhaust manifolds as described
Showing the correct location of the valve guides in Section A17
Dimension A 562m ill I423 mm
piston ring sprung into the bore and resting on the top Remove the two securing bolts and washers and
of the piston will facilitate this operation withdraw the two side covers and joint washers
The cylinder head is next given attention Remove the Lift out the tappets from their guides in the deposit from the valves valve ports and
cylinder block keeping them in their respective positions so that
head Cleaning of the spherical combustion chamber in they may be replaced in their own guides
the cylinder head is not necessary as the heat generated New tappets must be fitted by selective assembly so that
during combustion is such as to prevent the buildup of they just fall into their guides under their own weight
carbon on the walls of the chamber Any accumulation when lubricated with engine oil
of carbon in the valve guides should be removed by
Worn tappet bores mlly be cleaned up by fine the valve stem in kerosene and oscillating
machining and tappets 010 in and 020 in 254 mm
the valve in its guide until it is free
and 508 mm oversize are available
Remove all traces of carbon dust with compressed air
Reassembly is a reversal of the foregoing procedure
or by the vigorous use of a tire pump and then clean
ensuring that the side cover joint washers will make an
thoroughly with kerosene and dry off
oiltight joint and adjusting the valve to rocker clearances
as described in Section A28
Bleed the fuel system Section A26
REMOVLIG AND REPLACING
THE VALVE GUIDES
Remove the inlet and exhaust manifolds Section A I 7
Remove the cylinder head Section AIS and valve and spring as described in Support the cylinder head with wooden blocks and
drive the valve guide outwards from the exhaust or inlet
port with a suitable drift The drift should take the form
of a punch 5 in 127 mm in diameter
and not less than 5 in 127 em in length with a 312 in 79 mm in diameter machined on one
end for a length of I in 254 cm to engage the bore of
the guide
New valve guides must be fitted in the same direction Fig AI9
that is through the inlet or exhaust portand driven Cbecking and adjusting the vahe rocker clearances
A THE ENGINE
Section A29
VALVETIMING CHECK
The pointer secured to the under side of the crankcase
front cover and the timing disc mounted behind the
crankshaft pulley are used to check the valve timing
The timing disc has two sets of graduations from 0 to 35
marked at 5 intervals and it is the set of graduations
with the zero mark identified 14 which is used for the
valvetiming check A pulley with timing marks on the
periphery of the vibration damper is installed on later
engines The latest engine has a timing mark scribed on
the pulley and a degree plate 011 the timing cover
Set the valve rocker clearance of No1 cylinder inlet
valve to 021 in 53 mm
Crank the engine and determine the exact point at
which No 1 cylinder inlet valve is about to open A
clock gauge mounted on the cylinder head with its
indicator in contact with the valve spring cap will
Fig A20 facilitate this operation If the valve timing is correct and
in accordance with the valvetiming diagram sec Fig
The timing mark and timing plate Sholln inset is the A21 No 1 piston will be at 5 BTDC as indicated
timing disc and timing poill1er fitted to early engilles by the alignment of the scribed line on the pointer with
the 5 mark on the timing disc
Section A28 Do not omit to reset the inlet valve clearance to 015 in
381 IDOl when the timing check bas been completed
ADJUSTING THE VALVE ROCKER
CLEARANCES Section A30
If the engine is to give its best performance and the
valves arc to retain their maximum useful life it is REMOVING AND REPLACING
essential to maintain the correct valve rocker clearance THE CRANKCASE FRONT COVER
The correct clearance for both inlet and exhaust valves Drain the cooling system
is 015 in 381 mm when the engine is cold and as the
engine has been designed to operate with this clearance
no departure from it is permissible
Provision for adjusting the valve clearance is made ill
the rocker arm by an adjustable screw and locknut
The rocker adjusting screw is released by hexagon locknut with a spanner while holding the
screw against rotation with a screwdriver The can then be set by carefully rotating the rocker
screw while checking the clearance at the other end of the
rocker with a feeler gauge This screw is then relocked
by tightening the hexagon locknut while again holding
the screw against rotation
It is important to note that when setting the the tappet of the valve being operated upon
must be on the back of its camthat is opposite the
peak As the position of the tappet on its cam cannot be
observed and to avoid cranking the engine more than is
necessary rocker adjustment is more easily carried out in
the following order
Adjust No1 rocker with No8 valve fully open
3 6
It5 4 SDC ASiOI
2 7
Fig A21
8 1
6 3 Valvetiming diagram with valve rocker clearance set
4 5 at 021 in 53 mmlnlet valve opens at A and closes
7 2 at D Exhaust valve opens at c and closes at 8
THE ENGINE A
and adaptor 18Gl34BD see Fig A24 Pack the inner
groove of the oil seal with grease to provide initial
lubrication
To reassemble replace the oil thrower on the crank
shaft yith its concave side facing away from the engine
Fit a new joint washer and install the crankcase front
cover tightening the securing screws Centralize the crankcase front cover with thr
crankshaft
using tool 18G3 for early engines and tool HSGI046 for
later engines then tighten the set screws to secure the
front cover in this position Remove the centralizing
tool and refit the crankshaft pulley
Section A31
REMOVING DISMANTLING AND REPLACING
THE TIMING CHAIN TENSIONER
Press back the dog locking washer
Remove the crankcase front cover Section A30
and using spanner 18G98 see Fig A22 unscrew dog from the crankshaft Withdraw the Press back the locking washer and unscrew the pulley
uing tool 18G2 see Fig A23 from the base of the chain tensioner body Insert a in
Unscrew the nine set screws with plain and spring 318 mm Allen key to engage the tensioner securing the crankcas front cover to the engine
and turn the key in a clockwise direction to the positions from which they are removed in the tensioner slipper into the unloaded
position see
order to facilitate reassembly Withdraw the crankcase Fig A26 Between a half and one fuU tum is aU that
front cover and joint washer is necessary Unlock and remove the two set bolts and
For safe keeping remove the oil thrower from the end withdraw the tensioner assembly tensioner back plate
of the crankshaft and joint washer from the engine
Remove the oil seal from the crankcase front cover and Withdraw the plunger and slipper assembly from the
remove all traces or the joint washer from the joint faces tensioner body and engage the lower end of the cylinder
of the front coer and the engine front mounting plate with the Allen key Turn the key clockwise holding the
Insert a new oil seal into the crancae front cover key and plunger securely until the cylinder and spring
with the lip of the 5eal facing inwards using tool 18G 134 are released from inside the plunger
Fig A23 Fig A24
Withdrawing the crankshaft pulley using Senice tool Replacing the oil seal in the crankcase front co
18G2 using Service tool 18G134 and adaptor 18G134DD
A THE ENGINE
joint washer and the back plate and secure the assembly
to the cylinder block
After refitting the tensioner check the slipper head for
freedom of movement and ensure that it does not bind
on the back plate when it is moved in the body
Release the tensioner by inserting and turning the
Allen key in a clockwise direction until the slipper head
moves forward under spring pressure against the timing
chain
Do not attempt to turn the key antidockwise or force
the sUpper head into the chain by external pressure
Secure the bolts with the locking plate replace the
bottom plug and lock with the tab washer
Section A32
REMOVING AND REPLACING
THE TIMING CHAIN
Remove thc crankcase front over Section A30 and
Fig A25
crank the engine until the timing marks on the chain
Install the securing screws finger tight and centralize wheels are opposite one another as shown in Fig A26
the crankcase front cover with the crankshaft using This will permit reassembly without the necessity to
Service tool 18G3or early engines and tool 18GI046 rotate either the crankshaft or the camshaft
for later engines It should be Doted that the valves and pistons will foul
and possibly damage each other if the crankshaft and under
certain conditions the camshaft are rotated when the
Check the bore in the tensioner body for ovality If timing chain has been removed
ovality is greater than 003 in 0762 mm when measured If owing to further dismantling of the engine rotation
on diameters near the mouth of the bore then the com of the crankshaft or camshaft is found necessary the
plete chain tensioner should be renewed valve rocker shaft assembly should be removed as
Inspect the slipper head for wear If it is badly worn a described in Section A14
new slipper head and cylinder assembly should be fitted Press back the locking tab and remove the plug from
to the existing body provided the bore of the body is the base of the chain tensioner body Insert a i in Allen
within the limit given above key to engage the tensioner cylinder and tum the key
The components should be cleaned thoroughly in clean in a clockwise direction to retract the tensioner slipper
petrol and the 125 in 318 mm diameter inlet oil hole into the unloaded position
in the spigot and the 040 in I 02 mm outlet oil hole
in the slipper should be cleaned with compressed air
before When the tensioner is in operation and the engine
is running oil from the lubrication system enters the
spigot on the back face under pressure and bearing surface through a hole in the slipper pad
The pad is held against the chain by the CIi1 spring
Should the chain stretch with use the slipper plunger
rises and the limiting peg bearing on the top of the
helical slot rotates the cylinder until the next recess in the
lower edge of the slot comes into line with the limiting peg
and prevents the plunger returning to its original position
and allowing the timing chain to become slack again
When reassembling insert the spring in the plunger
and place the cylinder on the other end of the spring
Compress the spring until the cylinder enters the
plunger bore engaging the helical slot with the peg in Fig A26
the plunger Hold the assembly compressed in this Crank the engine until the timing dimples 1 and 2
position and engage the Allen key Turn the cylinder are opposite each other before removing the until the end of the cylinder is below
the peg chain and chain wheels The crain tensioner is retracted
and the spring is held compressed Withdraw the key and into the unloaded position by turning the Allen key 3
insert the plunger assembly in the body Replace the in a clockwise
THE ENGINE A
lock washer using spanner 18G98 to tighten the nut
Release the chain tensioner as described in Section A31
and reassemble the remaining components as detailed in
Sections A30 and CCl
Section A33
REMOVING AND REPLACING THE FUEL
INJECTION PUMP DRIVING SPINDLE
Remove the fuel injection pump as described in Section
012 Unscrew the countersunk securing screw and
withdraw the fuel injection pump hub and joint washer
from the crankcase
Withdraw the fuel injection pump driving spindle from
Fig A27 the crankcase turning the spindle in a clockwise direction
Unscrew the camshaft chain heel slCllrng nut with to disengage it from the skew gear on the camshaft
spanner l8G98 When refitting the driving spindle No 1 piston must
be at 22 BTDC on its compression stroke The engine
is set in this position by means of the timing disc on the
crankshaft pulley and the pointer secured to the under
Knock back the lock washer and using spanner l8G98
side of the crankcase front cover see Fig A20 It
unscrew the camshaft chain wheel securing nut Remove
should be noted that the timing disc has two sets of
the nut lock washer noting that its locating tag fits into
timing marks graduated from 0 to 35 in S camshaft chain wheel keyway
and it is the set with the zero mark identified 14 which
The camshaft and crankshaft chain wheels complete
is used for this operation Crank the engine until the
with timing chain may now be withdrawn by easing each
inlet valve of No 1 cylinder is just closed No 1 piston
chain wheel forward a fraction at a time with suitable
will now be commencing its compression stroke Con
small levers As the crankshaft chain wheel is withdrawn
tinue to crank the engine slowly until No 1 piston is at
note the packing washers located on the crankshaft
22 BTDC as indicated by the timing disc and behind the chain wheel To remove these
Insert the fuel injection pump driving spindle into the
washers the two halfmoon keys must first be withdrawn
crankcase with the master spline of the spindle in the
from the end of the crankshaft The washers need only be
7 oclock position As the driving spindle engages the
removed when new crankshaft or camshaft to be fitted in which case realignment of the chain
wheels will be necessary To determine the thickness of
packing washers required assemble and secure the chain
wheels to their respective shafts using the and a suitable distance piece to secure the wheel Press both shafts towards the rear of the
engine to take up all endfloat Place a the sides of the camshaft chain wheel teeth and
measure with a feeler gauge the gap between the and the sides of the teeth on the crankshaft chain
wheel see Fig A28 Subtract 005 in 3 mm from
the feeler gauge reading and add the resultant thickness
of crankshaft gear packing washers
When replacing the timing chain and wheels ensure
that the keys in the crankshaft and camshaft are in the
12 oclock and 1 oclock positions respectively as seen
from the front Assemble the wheels into the timing chain
with the two dimples on the chain wheels opposite one
another and in line with the chain wheel centres as in
Fig A26 Keeping the wheels in this position push
them onto the shafts as far as they will go It may be
necessary to rotate the camshaft slightly to align the Fig A28
camshaft key with the keyway ill the camshaft chain Checking the chain wheel alignment with a Secure the camshaft chain wheel with its
nut and edge and feeler gauge
A THE ENGINE
Reassem bJy is a reversal of the dismantling procedure
noting the following
I Lubricate the camshaft journals liberally with
clean engine oil
2 Refit the timing chain and gears realigning the
gears if necessary as described in Section A32
3 Centralize the crankcase front cover as described
in Section A30
4 Install the fuel injection pump and the injection
pump driving spindle as described inSections A33
and D12
5 Bleed the fuel system as described in Section
Fig A29 Section A35
Set No I piston at 22 BTDC on its compression
REMOVIG AD REPLACING
stroke and refit the injection pump driving spindle
THE CAMSHAFT BEARING LINERS
with the master spline in the 5 oclock position
If the camshaft bearing clearances are excessive new
bearing liners must be fitted Thinwall whitemetal liners
skew gear on the camshaft it will turn in an are used and removing and refitting are
facilitated by the
direction until the master spline is in the 5 oclock
use of tool 18GI24A and adaptors 18G124B UsG 124F and lSG 124H New liners should be
lineream
Refit the fuel injection pump hub using a new joint
ed to give the correct running clearance see and replace the fuel injection pump as detailcd in
DATA using tool 18Gl23A with cutters D12
18G123E and 18G123F and pilots 18G123L 18G123T
Bleed the fuel system Section DI 0
I8GI23AB 18G23AC and 18Gl23AD
Removing the front and rear liners
Insert the small end of the adaptor 18GI24F into the
Section A34 camshaft front liner from the inside of the cylinder
block thread the body of the tool onto the centre screw
REMOVING AND REPLACING and pass the screw through the adaptor from the front
THE CAMSHAFT of the block Place the slotted washer on the flat at the
rear of the centre screw and insert the tommybar into
the centre screw behind the slotted washer
Tighten up the wing nut to withdraw the worn liner
The rear liner is withdrawn by the same method using
Remove the fuel injection pump and driving spindle the adaptor 18G 1248 and withdrawing the liner Dl2 and A33
the rear of the block
Remove the sump oil pump and oil pump Sections A9 and AII Removing the centre liner
Remove the valve rocker shaft assembly pushrods Insert the stepped pilot adaptor 18G 124H into the
and tappets Sections A14 and A27 camshaft front liner bore from the inside of the block
Remove the fuel lift pump Section D3 Remove the and the adaptor 18GI24C into the centre liner from the
crankcase front cover timing chain and chain wheels rear small end A30 and A32 With the body of the
tool positioned on the centre
Unscrew the three securing screws with shakeproof screw pass the screw through the pilot adaptor and the
washers to release the camshaft retaining plate and carc adaptor in the centre liner
fully withdraw the camshaft from the front of the crank PIce the slotted washer on the flat at the rear of the
case centre screw and insert the tommybar into the screw
Before reassembly assemble the camshaft retaining behind the slotted washer
plate and the chain wheel to the camshaft and check the Tighten up the wing nut to withdraw the endfloat against the dimensions given in the
GENERAL DATA section by measuring the clearance Replacing the front and rear the retaining plate and the thrust face of the
Place the new liner on the smallest diameter of the
camshaft front journal adaptor 8G 124F and insert the adaptor into the car
If the endfioat is excessive the retaining plate should shaft front liner bore from the inside of the block largest
be renewed diameter first
THE ENGINE A
Replacing the ccntre liner
Insert the stepped pilot adaptor into the camshaft
front liner from the inside of the block
Place a new centre liner on the small end of the
adaptor l8G124C and position the adaptor in the centre
liner bore from the rear largest diameter first It should
be noted that two types of centre liner are available
These liners are but the liner having a
clinchtype jOint chamfered edges and iI ow stamped
on its outer surface must be fitted with the arrow pointing
9 towards the front of the engine Ensure that the oil holes
in the liner and the cylinder block are lined up and remain
so during the whole operation
Fig A30 With the body of the tool positivr1d on the centre
Replacing the camshaft celllre bearing liner using screw insert the screw through the PIt adaptor and
Service tool 18G124A with adaptors 18G124Jl md the adaptor in the centre liner bore
18G124C Position the larger of the two D washers on the
centre screw with the cutaway portion turned away
I Wing nut 6 Bearing liner
2 Body 7 Large 0 washer
from the butt joint of the liner this joint mast be
3 Adaptor 18GI2H 8 Slotted washer covered by the washer
4 Centre screw 9 Tommybar Place the slotted washer on the flat at the rear of te
S Adaptor 18G124C centre screw and insert the tommybar into the centre
screw Tighten up the wing nut to pull the liner into
position
Line up the oil holes in the liner and the and make certain they remain correctly positioned Reaming the front and rear Iblers
during the whole operation Insert the taper pilots 18G123AB and 18G123AC into
Thread the body of the tool onto the centre screw the centre and rear liners pass the screw through the adaptor located in
the Place the plain pilot 18G123L on the arbor liner from the front of the block by the
cutter l8G123E
Position the larger of the two D washers on the Pass the arbor through the front liner and the pilot
centre screw with the cutaway portion turned away located in the centre liner
from the butt joint of the liner this joint must be covered Place the cutter 18G123B on the arbor and push the
by the washer arbor through the taper pilot in the rear liner
Place the slotted washer on the flat at the rear of the Secure the cutters in their respective positions shown
centre screw and insert the tommybar into the screw in Fig A31 ensuring that the cutter locating pins are
behind the slotted washer engaged in the correct numbered hole provided in the
Tighten the wing nut to pull the liner squarely into The
cutter for the front liner will cut first with the
The rear liner is replaced by the same method using arbor piloting in the centre and rear liners Clear away
the adaptor 18G124B and pulling the liner into position the swarf frequently during the operation The cutter
from the rear of the block for the rear liner will follow with the arbor piloting in
Fig AJl
Cutters and pilots positioned for reaming the canshaft front and rear bearing liners Shown inset are the pilots and
cutter positioned for reaming the centre liner
A Polition No6 D Position No 10 c Position No9
A THE ENGINE
the front and centrc liners Clear away all the swarf the top of the flywheel Tighten the flywheel securing
before the plain pilot is allowed to enter the front liner nuts to the figure in the GENERAL DATA section
When the cut in the rear liner is finished free the using torque wrench 180372
cutters and withdraw the arbor Install the fuel injection pmp as described in Section
012 and bleed the fuel system as described in Section
Reaming the ceutre liner 010
Set up for the second part of the operation by inserting
the pilots 18GI23T and 18GI23AD in the front and
rear liners
Pass the arbor through the pilot in the front liner and Section A37
place the cutter 18G123F on the arbor Push the arbor
through the centre liner and the pilot located in the rear
REMOVING AND REPLACING
liner
THE ENGINE FRONT PLATE
Secure the cutter in the position shown inset in Fig
A31 ensuring that the locating pin of the cutter engages
thc correct numbered hole in the arbor
Ream the centre liner release the cutter and withdraw
the arbor Remove the nuts securing the engine front mounting
IMPORTANTIt is essential that the cutter Bntes brackets to their flexible mounts
are kept dear of swarf at aU times during the cutting Remove the crankcase front cover timiDg chain and
operation preferably witb airblast equipment The timing chain tensioner Sections A30 A31 and A32
eatter sbould be withdrawn from the liner halfway Attach the engine by means of a sling to an overhead
through the cut and the Warf removed from the cutter lifting appliance and raise the engine to relieve the load
and the liner on the engine front mountings
Feed the reamer very slowly and keep tbe cutters dry Unscrew the three securing screws with shakeproof
The arbor should be lightly lubricated before assembling washers and remove the camshaft retaining plate Remove
the cutters and pilots the three set screws with spring washers and withdraw the
front plate and joint washer
Section A36
REMOVING Arm REPLACING
THE transmission Section
Disconnect and label wires from starter motor and starter motor with wiring bracket from top of nuts securing the rear mounting brackets to
flexible mount
Take the weight off the rear of the engine preferably with a
sling attached to the rear lifting bracket Do not jack up
under sump
Remove capscrews and lockwashers securing bell housing to
back plate
Remove damper plate
Remove the 6 nuts and tab washers securing flywheel to and remove flywheel
When reassembling crank the engine until the 14 zero
mark on the timing disc mounted on the crankshaft pulley
is in line witb the scribed line on the pointer located on
the under side of the crankcase front cover Nos 1 and Fig A32
4 pistons are now at TDC and the flywbeel should be WithdraWing the front main bearing cap with the TDC 14 mark OD its periphery at
Service tool 18G42A and at4plor 180418
THE ENGINE A
Reassembly is a reversal of the foregoing procedure Remove the bearing liners from the bearing caps and
following the instructions given in Sections A30 A31 the housings in the crankcase marking the bearing
and A32 when installing the timing gears and the crank liners so that they may be replaced in their original
case front cover positions A punch hould not be used for this purpose
The bearing liners are located in their housings by a
small tag on one side of tile liner engaging a A38 groove in the bearing housing and cap
In the case of a run bearing the oilways in the crank
shaft and cylinder block should be cleaned thoroughly
REMOVING AND REPLACING THE ith petrol or paraffin and then blown clean with com
FLYWHEEL HOUSING BACK PLATE pressed air The oil pump and oil strainer should also
Remove the transmission the starter the fly be dismantled and cleaned Sections AIO AI1 and
wheel housing and the flywheel The back A 12 and the fuel injection pump driving gear lubri
plate is now exposed and the capscreWi and cator filter gauze should be removt 1 and cleaned
locks may be removed Tap the back plate to Section A6 It is also advisable to re1ew the it from the dowels and gasket Before
oil filter element Section A5 to ensure that all clean gaskt surface carefully and metal is removed from the
Iubricating system
use a new gasket Thoroughly clean the thrust faces of the crankshaft
centre main journal the bearings and the thrust washers
It may be noticed that the back plate has a and install them in the crankcase Mount a dial gauge on
slight warp when removed from the engine the front end of the crankcase with its indicator resting
This is of no concern as it will straighten when on the front face of the crankshaft front main journal
the affixing screws are tightened to the block Prcss the crankshaft as far as possible to the rear and
and to the flywheel housing holding it in this poition zero the dial gauge Now press
When assembling be sure all dwels are in the crankshaft forw1rd as far as possible and note the
reading on the dial gauge the difference from zero being
place to assure alignment of parts
the amount of crankshaft endfloat
If necessary renew tIle thrust washers fitting them by
selective assembly and ensuring that the oil grooves face
outwards towards the crankshaft webs Thrust washers
003 in 076 mm oversize are available
When installing new bearings no scraping is A39 as the bearings are machined to give the correct
diametri
cal clearance
REMOVING AND REPIACIOG Reassembly is a reversal of the dismantling procedure
THE CRANKSHAFT AND MAIN BEARINGS noting the following points
Remove the crankcase front cover timing chain and I If any of the crankshaft components are chain wheels Sections A30 and A32
do not jurget to aligl the crankshaft chain wheel
Remove the starter motor the flywheel and the gear with th camshaft chain wheel as detailed in
box distance piece Sections N3 A33 and A38 Section A32
Remove the sump oil pump and oil strainer Sections 2 Coat the rear main bearing cap to cylinder block
A9 AlO and All Slacken the nuts securing the fuel horizontal joint surface with Hylomar sufficiently to relieve the engine
compression and jointing compound
so facilitate rotation of the crankshaft 3 Tighten the main bearing cap nuts to the figure
Remove the valve rocker shaft assembly Section A 14 given in the GENERAL DATA section using
to prevent the pistons and valves fouling each other when torque wrench 18G372
the crankshaft is rotated The pushrods should be 4 Remove the fuel injection pump and check and
removed for safe keeping as detailed in Section AI8 adjust if necessary the injection pump drive timing
Disconnect the connecting rods from the crankshaft as as detailed in Section in Section A13 pushing each rod and piston
to the top of its cylinder bore as oon as it is Unscrew and remove the six selflocking nuts and
spring washers from the main bearing cap studs With Section A40
draw the main bearing caps using tool 18G42A with
adaptor 18G42B noting the lower halves of the crankshaft REMOVING AND washers located on each side of the centre main
THE FLYWHEEL STARTER RING
bearing cap The centre main bearing cap is stamped with To remove the old starter ring from the flywheel drill
the word FRONT to assist reassembly holes through the flange of the gear and then split the
Lift the crankshaft out of the crankcase and remove gear using a hammer and chisel and taking care JJor to
the upper halves of the crankshaft thrust washers damage the flywheel
A THE ENGINE
I fG
l F
Fig A34
Fig A33 Vare seat machining dimensions
Cylinder liner pilots should be made 10 the above Inlet A Ehaust D
dimensions from case hardening steel and case c 14965 to 14975 in I 12775 to 12785 in
hardened The pilot extension should be made from 38011 to 38036 111m 3448 to 3247 ml11
55ton hardening and tempering steel hardened in oil D 1375 to 1380 in M 1156 to 1161 in
3493 to 3505 mm 936 to 2949 mm
and then tempered at a temperature of 550 C E 1250 in 3175 TIm I 1031 in 2619 mm
1020 F F 085 to 090 in p OS5 to 090 in
2161l 229 mm 216 to 229 mm
Pressingout pilot
G 273 to 276 in Q 273 to 276 in
A 2 U in 758 mm 693 10 701 mm 693 to 701 mm
o 2862 in 7269m mm I Maximum radius 015 in R Maximum radius 015 in
c 1i in 4445 mm 38 mm 38 mm
D i in 1905 mm J 75 s 45
E i in BSW thread K 45
Pressingin pilot
F 3 in 8731 mm This operation should be followed by natural cooling
o 3i in 7739 mm when the shrink fit will be permanently established and
H 2850 in 7239m mm
J Ii in 3175 mm
no further treatment required
K i in 1905 mm
L 015 in 38 mm
Pilot extension Section A41
M 14l in 3683 em
N tin 2222 mm
p i in 1587 mm
FITTING CYLINDER LINERS
Q i in 1587 mm
Should the condition of the cylinder bores be such that
R I in 254 mm flats
s in BSW thread they cannot be cleaned up to accept the recommended
T Ii in 3175 mm oversize pistons dry cylinder liners can be fitted This
operation may be carried out by the use of specialized
Make certain that the bore of the new ring and its proprietary equipment or with a power press using pitot
mating surface on the flywheel are free from burrs and adaptors to the dimensions shown in Fig A33 The press
are perfectly clean must be capable of 3 tons 3048 kg pressure to fit new
To fit the new ring it must be heated to a temperature liners and 5 to 8 tons 5080 to 8128 kg to remove old
of 200 to 2300 C 392 to 446 0 F Do not exceed this liners If liners have not previously been fitted the otherwise the temper of
the teeth will be must be machined and honed to the dimensions given in
adversely affected The use of a con the table furnace is recommended Place the heated ring on
the flywheel with the lead on the ring teeth uppermost
The expansion will allow the ring to be fitted without To remove worn liners
force by pressing or tapping it lightly until the ring is Dismantle the engine and remove the cylinder head
hard against its register studs
Machine bores of
cylillder block to this Interferellce jit of Machine liner bore
dimension before Outside diameter liner ill cylinder to this dimensioll
jilling liner of liner block bore after fitting
30165 to 3017 in 30185 to 301925 in 0015 to 00275 ill 28745 to 2876 in
76619 to 76631 mm 76669 to 76688 mm 038 to 069 mm 7301 to 7304 mm
TIlE ENGINE A
Place the cylinder block face downwards on suitable Section A42
wooden supports on the beef ofthe press making sure that
there is sufficient space between the block and the bed of
FIITING VALVE SEAT INSERTS
the press to allow the worn liner to pass down Insert
the pilot complete with extension into the bottom of the Should the valve seatings become so badly worn or
liner and carefully press the liner from the bore pitted that the normal workshop cutting and refacing
tools cannot restore them to their original standard of
To press in De liners efficiency special valve seat inserts can be fitted To fit
Thoroughly clean the inside of the bores and the outside the inserts machine the seating in the cylindlr head to the
of the liners Stand the cylinder block upright on the bed dimensions given in Fig A34 and press in the inserts
of the press insert the pilot guide in the top of the liner which have an interference fit of 0025 to 0045 in 063
and position the liner with its chamfered end in the top to 114 mm Finally grind or machine the seatings to
of the bore Make certain that the liner is square with the dimensions given in Fig A34 The throat of each
the top of the block and that the ram of the press is over valve seat must blend into the throat in the cylinder
the centre of the pilot Press the liner into the bore head Normal valve grinding may be cessary to ensure
Finally bore the cylinder liners to the dimensions efficient seating and before reassembly the valve stand
given in the table at the bottom of page A30 down should be checked as detailed in Section A23
D THE FUEL SYSTEM
Section Dl
DESCRIPTION
The fuel is drawn from the supply tank by a mechanical
lift pump which is operated by the
engine camshaft It is imperative that the fuel is absolutely
free from foreign matter and in addition to the gauze
type filters in the fuel lift and injection pumps a filter of
the renewable paper element type is installed in the feed
line from the lift pump to the injectjon pump
The injection pump which is of the CAV distributor
type meters and forces fuel under high pressure via
Pintaux injection nozzles into the combustion chambers
The Pintaux nozzle which is of the pintle type em
bodying an auxiliary hole to facilitate starting has been
designed expressly for use with the Ricardo Comet V Fig Dl
type combustion chamber which is employed in this
engine The use of these designs ensures easy starting
Section through the fuel lift pump
under arctic conditions especially when used in con 1 Filter gauze 11 Pivot pin
junction with the heater plugs which are fitted 2 Sealing ring 12 Link
3 Outlet port 13 Priming cam
The accelerator is connected to the control lever on 4 Delivery valve 14 Pullrod
the injection pump which embodies a governor and S Diaphragm 15 Hand priming advance unit both of which are
hydraulically 6 Diaphragm spring 16 Pumping chamber
7 Rocker arm spring 17 Sediment 8 Engine camshaft 18
Inlet valve
9 Camshaft eccentric 19 Inlet port
10 Rocker arm
Section D3
Section D2
REMOVING AND REPLACING
DESCRIPTION OF THE FUEL LIFT PUMP THE FUEL LIFT PUMP
The fuel lift pump is mounted on the lefthand side Unscrew the banjotype union bolts to release the two
of the crankcase and is operated by an eccentric on the fuel pipes from the lift pump The fuel feed pipe from the
engine camshaft A hand priming lever permits pumping supply tank should be plugged to prevent the loss of fuel
a supply of fuel through the main fuel filter to the Remove the two nuts and spring washers which secure
injection pump for bleeding the system of air whenever the pump to the crankcase and withdraw the pump
any component has been dismantled or disconnected complete with its gasket
As the engine camshaft revolves the eccentric lifts Before replacing the pump which is a reversal of the
the pump rocker arm which moves the pullrod together procedure to remove lubricate the rocker arm and the
with the diaphragm downwards against the spring rocker arm pin with clean engine oil
pressure thus creating a partial vacuum in the pumping Renew the gasket between the pump and the
block and to facilitate the fitting of the pump crank the
Fuel drawn from the tank enters the sediment cham engine to bring the eccentric on the camshaft into the
ber and then passes through the filter gauze and the extreme released position so that its small side will
suction valve into the pumping chamber On the return contact the rocker arm
stroke the spring pressure pushes the diaphragm up After installation bleed the fuel system of air as
wards forcing the fuel from the pumping chamber described in Section 010 Start the engine and check
through the delivery valve and port to the main fuel filter the pump and its fuel line connections for leaks After
When the main fuel filter is full a pressure is created correcting any leaks the fuel system should be rebled
in the pump chamber This pressure will hold the dia
phragm downwards against the spring pressure and it
will remain in this position until the main fuel filter Section D4
requires further fuel The rocker arm operates the con
necting link which allows an idling movement of the DISMANTLING AND arm when there is no movement of the fuel pump
THE FUEL LIFT Before dismantling thoroughly clean the exterior of
A spring keeps the rocker arm in constant contact the pump and scribe a mark across the upper to IJwer
with the eccentric thus eliminating noise half body joint flanges for guidance when
THE FUEL SYSTEM D
of the rocker arm which engages the camshaft is permis
sible but if it exceeds 0010 in 254 mm the rocker arm
should be renewed
The diaphragm spring seldom requires renewing but
should it be necessary ensure that the new spring bean
the same identiftion colour as the original spring
Reassembly is a reversal of the dismantling procedure
noting the following
To install the valves first place a new gasket in
position and then insert the outlet valve spring end
foremost into its port The inlet valve cannot be installed
incorrectly owing to a restriction in the port
The rocker arm should be a tap fit in the body and
if due to wear it is freer than this the holes in the body
may be closed by peening to restore the fit
When installing the diaphragm and pullrod assembly
ensure that the upper end of the diaphragm return spring
is centred properly in the diaphragm lower protector
washer and place the diaphragm in the pump body with
its locating tab in the 11 oclock position see Fig 02
Fig D2 Press the diaphragm downwards and turn it anticlock
Diaphragm assembly diagram wise through an angle of 90 to engage the slots in the
pullrod with the link fork This will place the pullrod
I Pump mounting flange
2 Initial position of diaphragm locating tab in the correct working position and at the same time
3 final position of diaphragm locating tab align the holes in the diaphragm with those in the pump
body flange
Remove the set bolt and fibre washer securing the To assemble the two pump body push
domed cover to the lift pump body detach the domed the rocker arm towards the pump body until the dia
cover and its sealing ring and lift off the filter gauze phragm is level with the body joint flange Place the
Unscrew the set screws and separate the two halves upper half of the pump in position ensuring that the
of the pump body marks scribed on the joint flanges during dismantling
Release the valve retaining plate from the upper half coincide and install the body securing screws finger
of the pump body by removing the two securing screws tight Press the rocker arm towards tbe pump body to
and lift out the inlet and outlet valves Carefully remove position the diaphragm at the bottom of its stroke With
the valve gasket the diaphragm held ID this position tighten the body
Lightly press the centre of the diaphragm downwards securing screws in diagonal sequence
to take the weight of the return pring turn the dia
phragm assembly clockwise through an angle of 90 to
release the diaphragm pullrod from the operating link
fork and withdraw the diaphragm assembly and its Section DS
return spring
Remove the retaining clips from the ends of the TESTING THE FUEL LIFT PUMP
rocker arm pin and press the pin out of the body to Before installing an overhauled pump it should be
release the rocker arm rocker arm distance washers tested for performance and air leaks In the absence af
rocker arm spring and link special test equipment the pump may be tested in the
Detach the spring from the priming lever and body following simple but effective
Immerse the pump in a bath of clean paraffin and
Further dismantling of the body is not advisable as flush it through by operating the rocker arm six to eight
the priming lever is secured to its spindle by riveting times Remove and empty the pump seal the suction
Before reassembling thoroughly clean all components side of the pump by placing a finger firmly over the inlet
in paraffin and blow clean the cavities in the pump body union marked in and operate the rocker arm several
with compressed air times Upon removal of the finger from the inlet union
Check the body castings for cracks and using a a distinct sucking noise should be heard denoting ensure that the diaphragm and engine
the pump has developed a reasonable degree of flanges are true If they are found to be dis In a similar manner seal the delivery side
of the pump
torted they may be lapped to restore their flatness and press the rocker arm inwards to charge the pumping
Examine the two valve assemblies for signs of wear chamber with air If the pump is in good condition the
and renew them if they are not in perfect condition air in the pumping chamber should be held under m
Very little wear should be tolerated on the rocker arm pression for two or three seconds Repeat this t but
pin and rocker linkage Slight wear on the working facc immediately the pumping chamber is charged with air
D THE FUEL SYSTEM
nection is not required and is fitted with a sealing plug
while the second inlet connection allows fuel oil surplus
to the injection pump requirements to return to the dirty
side of the filter This connection is fitted with a non
return valve to ensure that unfiltered fuel cannot find its
way into the injection pump body
Passages in the filter head connect the filter inlet
connections to the centre tube of the filter clement
As the upper end of the centre tube is sealed fuel at
lift pump pressure passes down the centre tube into
the base casting and then upwards through the filter
element to the outlet connection in the filter head
An auxiliary pipe connects the vent connection on the
top of the tilter head to the injector leakoff pipe pro
viding continuous airventing of the fiI r during opera
tion
The paper element is not intended to be washed or
cleaned in any way and should be renewed at the recom
mended Section D7
REMOVING AND REPLACING
Fig D3
THE FUEL FILTER
Main fuel filter components
Thoroughly clean the outside of the filter
1 Retaining bolt 6 0 ring Disconnect the fuel inlet and outlet pipes and the
2 Washer 7 Element fuel leakoff pipe from the filter head taking care not
3 Head casting 8 Sealing ring
S Sealing washer 9 Base caSing to lose the sealing washer positioned on each side of the
banjotype unions
Unscrew the two bolts alld nuts securing the filter to
immerse the pump in a bath of clean paraffin and the mounting bracket on the exhaust manifold and with
inspect the diaphragm clamping flanges for signs of air draw the filter from the
When replacing the filter which is a reversal of the
Finally flush the pump through with clean fuel oil above procedure ensure that the washers positioned on
to remove all traces of paraffin each side of the banjotype unions are in good condition
and will make fueltight joints Upon completion the fuel
system must be bled to remove all air as described in
Section 010
Section D6
DESCRIPTION OF TIlE MAIN FUEL FnTER
The main fuel filter which is mounted at the front of Section DS
the exhaust manifold is a CAV is
the paper element which is contained in a thin metal DISMANTLING AND is clamped between the filter head and base
THE FUEL Unscrew the retaining bolt and sealing washer from
The filter components are held together by a split the centre of the head casting and detach the base
bolt arrangement comprising a centre stud mounted in casting from the filter
the filter base and a threaded bolt which passes through Remove the filter clement using a twisting movement
the filter head to screw into the centre stud to release the element from the head casting Withdraw
Synthetic rubber rings located in the filter head and the three sealing rings from their locations in the head
base castings effect a seal between the outer rims of the and bltSe and the head and base castings An 0 ring Unscrew and
tJ1l0VC Ute blanking flQg with in an annular groove in the centre boss of the and the bead head and over which thj centre tube of the
element Wash Cbe1Ut 4 dtNse castings the seals the dirty side of the filter from its cleD side plug ftlvefiR IlCtrot and allow cbm
The head casting is provided with two inlet two to dty Do not user oottoowak or etotb wiperi e Cby
outlet and a single vent connection One cet con them Easure thatllD residuens left ia the
THE FUEL SYSTEM D
1 Slacken the union nut at the filter end of the
injection pump feed pipe Operate the lift pump
and when the fuel passing the union is free from
air bubbles tighten the union nut
2 Unscrew the blanking plug in the unused outlet
connection on the filter head sufficiently to allow
fuel at lift pump pressure to pass the thread on the
plug Operate the lift pump and when the fuel
issuing from around the plug thread is free from
air bubbles tighten the plug
3 Slacken the two air bleed valves on the fuel injection
pump One bleed valve is located on the governor
housing while the other is incorporated on one of
the hydraulic head locking screws Operate the lift
pump and when the fuel flowing from both bleed
valves is free from air bubbles tighten the valves
Fig D4
Main ftlel filter air bleed points 4 Slacken the union nut at the injector end of any
two highpressure pipes Ensure that the stop
the head casting by blowing them clear with compressed control is in the run position and set the
tor in the fully open position Crank the engine
Discard the filter element and sealing rings which until the fuel flowing from both pipes is free from
should be renewed as normal routine procedure air bubbles then tighten the pipe union nuts
Check the operation of the nonreturn valve S Start the engine and allow it to run until it is firing
Assemble the sealing plug and washer to outlet con on all No 3 and the nonreturn valve to inlet con
nection No 4 in the head casting After renewing the main fuel filter element providing
Fit new sealing rings to the head casting ensuring that the engine is not cranked during this operation it is only
they are properly located in their grooves Assemble a necessary to bleed the fuel filter as described in opera
new element strengthened rim uppermost to the head tions 1 and 2 before starting the using a twisting movement to seat it on the seals
of tbe injection pump mech
Place the base casting in position using a new sealing aDbim is effected by fuel oil UDder pressure tberefore no
ring to make the joint between the element and the attempt should be made to bleed tbe fuel system by and secure the assembly with the
retaining bolt the vehicle in gear as tbis may result in serious damage to
and washer tbe iDjection D9
RENEWING THE FUEL FaTER ELEMENT
Thoroughly clean the outside of the filter
Support the filter base casting and unscrew the retain
ing bolt with copper seal washer located in the centre of
the filter head casting Detach the base casting and using
a twisting movement separate the element from the head
casting Remove the three sealing rings from their
locations in the head and base castings
Wash the base casting in gasoline and when dry
remove any residue
Reassemble using a new element and sealing the element with its strengthened rim uppermost
After reassembly bleed the fuel filter and the fuel
injection pump as described in Section 010
AIRVENTING BLEEDING THE FUEL SYSTEM Fig DS
The following procedure should be used to airvent the Fuel injection pump air bleed points The location of
fuel system after first ensuring that there is an adequate the air bleed point on the latertype goven is
supply of fuel in the fuel tank shown inset
D THE FUEL SYSTEM
Fig D6
Section through the juel injection pump
I End plate aDd regulating valve S Drive shaft 9 Cam ring
2 Transfer pump 6 Pumping plunger 10 Automatic advance device
3 and hydraulic governor 7 Pumping and distributing rotor I I Head locating fitting and nonreturn
4 Backleakage connection S Hydraulic head DII
the pressure of the fuel from the transfer pump also
provides a means of bypassing the transfer pump OF THE FUEL INJECl10N PUMP handpriming the injection pump Referring
to Fig D7
The jnjection pump js a opposed it will be seen that the valve is cylindrical and pump fitted with a small free
piston the travel of which is limited by two
a governor and an automatic advance mechanism both light springs When priming the injection pump fuel at
lift pump pressure enters the central port in the regulating
of which are hydraulically operated
valve sleeve and moves the free piston against the pres
The pump the main features of which are shown in
Fig D6 is on the engihe and is driven sure of the piston retaining spring to uncover the priming
by a splined shaft having a master spline at each end to port in the lower end of the valve sleeve The priming
port is connected by a passage in the end plate to the
ensure correct location
delivery side of the transfer pump thus enabling the fuel
A central rotating member forms the pumping and
to bypass the stationary transfer pump and prime rotor this is driven by splines from the drive
injection pump
shaft and in turn drives a which is mounted on the outer end of the rotor When the injection pump is in operation fuel at
transfer
The transfer pump raises the fuel pressure to an inter pressure enters the lower end of the valve sleeve level and as its capacity is
many times the the free piston upwards against the regulating requirements of the injection pump a regulat As the
engine speed increases the transfer pressure rises
ing valve housed in the pump end plate allows the excess moving the piston against the pressure of the to be bypassed back to the
suction side of the spring to progressively uncover the regulating port 1
transfer pump the valve sleeve and allow a metered flow of fuel to by
The pressure regulating valve in addition to regulating pass back to the inlet side of the transfer pump
THE FUEL SYSTEM D
rollers on the cam lobes is prevented by the fuel in the
B cylinder being trapped by a nonreturn ball valve in
the locating holt When the engine stops the advnce
mechanism is allowed to return to the retarded position
under the influence of the piston springs by normal
leakage of fuel bctleen the piston and the cylinder
Machined on each lobe of the cam ring immediately
after the peak of the cam is a retraction curve Under
running conditions when thc injection cycle is completed
the distributor port in the rotor and the outlet port in
the hydraulic head are still in partial alignment with
each other As the plunger rollers move off the peaks of
the cams the retraction curves allow the plungers to
move slightly outwards This movement of the plungers
effects a sudden reduction of pressure in the injection
line so preventing secondary injection and allowing the
injedion nozzle needle valve to snap onto its seating to
terminate the spray of fuel into the combustion chamber
without dribble
The distributor part of the rotor has a central axial
Fig D7 passage which connects the pumping space between the
Sectioll throllg17 tfle endplate alld reguhllillg ahe plungers with the four inlet ports and single distributing
A Priming 7 Regulating riSkn
port drilled radially in the rotor The radial hole at the
n Regulating 8 Piston retaining spring outer end of the rotor is the distributing port and as
I Jnlet conned inn 9 Fud passage hl transfer the rotor turns this port is aligned successively with
2 Sleeve retaining spring pump inlet the outlet ports in the hydraulic head from which the
3 Nylon filter 10 Regulating port injectors are fed via external highpressure pipes The inlet
4 Sleeve guide plug 11 Fuel passag to transfer
5 Regulating spring pump nutlet
or charging ports are equally spaced around the rotor at
6 Regulating sleee an intermediate position and as the rotor turns these
are aligned successively with the inlet or metering port
The transfer pressure therefore is controlled by a
balance between the regulating spring pressure and of the injection pump at any moment
The pumping and distributing rotor revolves and is a
close fit in the stationary hydraulic head Thc of the rotor has a transverse bore containing 4
twin opposed pumping plungers These plungers are
operated by means of a cam ring carried in the pump
housing through rollers and shoes which slide in the
rotor The cam ring has four internal lobes operating
in diagonally opposite pairs The opposed plungers have
no return springs but are moved outwards by fuel from the transfer pump the flow of fuel and
outward displacement of the plungers being determined
by the setting of the metering valve and the speed at
which the pump is rotating As a result the rollers which 5
operate the plungers do not follow the contour of the
internal cam ring entirely but will contact the cam lobes
at points which will vary according to the amount of
plunger An automatic advance control mechani5lTI is fitted
which operates by rotating the cam ring within the pump
body A ballended lever screwed into the cam ring is
operated by a piston sliding in a cylinder One side of the Fig D8
piston is while the other side is subject
Alllomaric Qhance mechanism
to fuel at transfer pressure which is admitted to the
cylinder through a port and the hollo locating bolt to 1 Pump housing 5 Pumping plunger
2 Cam ring 6 Automatic advance move the cam ring into the fully advanced
3 Pumping and distributing 7 Cam advance Any tendency for the cam ring to return to rotor 8 Piston
springs
the retarded position due to the impact of the plunger 4 Roller 9 Automatic advance housing
D THE FUEL SYSTEM
area of the port being that part which is uncovered by
the inner edge of the annulus
When the control lever is moved to give increased
speed the metering valve is pushed to the fully open
position by the governor spring As the engine speed
increases transfer pressure increases also and this
pressure will move the metering valve back against the
governor spring pressure until a balance is reached to
reduce the effective area of the metering port
Should the engine speed drop the consequent reduc
tion in transfer pressure will allow the governor spring
to reassert itself and move the metering valve towards
the fully open position to stabilize the engine speed
Movement of the control lever towards the idling stop
reduces the compression of the governor spring and
equilibrium is reached when the force exerted on the
metering valve by the fuel at transfer pressure is balanced
by compression of the governor spring The governor
spring compression becomes progressively less as the
control lever is moved towards tht idling stop and this
Fig D9 enables the reduced at low speeds to
Enlarged View of a cam ring lobe operate the metering valve and perform the governing
function throughout the idling range
I Cam peak 2 Retraction curve
Operation of the shutoff lever rotates a spindle the
inner end of which is machined to form a cam This
in the hydraulic head This port admits fuel to the rotor cam engages the under side of the shutoff washer
under control of the metering valve which is hydrauli secured to the top of the metering valve by a governed
nut and lifts the valve to a position where the metering
The hydraulic governor is housed in the casting which port in the hydraulic head is blanked off and so stops the
carries the pump control and shutoff levers The control engine
lever is mounted on a pinion shaft which meshes with a In operation fuel at lift pump pressure enters the pump
rack which is free to move on the metering valve stem through the connection on the pump end plate and passes
The metering valve slides in a transverse bore in the through a fine nylon gauze filter to the inlet side of the
hydraulic head into which bore the diagonally driUed transfer port opens A damping valve is carried on the From the transfer pump the
fuel passes through a
metering valve stem against a shoulder and the governor passage in the hydraulic head to an annular groove
spring is held between the damping valve and the rack
The damping valve slides in a cylindrical bore in the
pump body which is filled with the fuel and acts as a
dashpot to damp out any violent movement of the
metering valve A flat machined on the pinion shaft and
an adjustable stop screw mounted on the limits the rotation of the pinion shaft to control
the maximum speed of the engine
Idling speed is controlled by the springloaded screw
on the governor housing which limits the movement of
the rack on the metering valve stem towards the At idling speed the upper end of the bears against a springloaded plunger the hydraulic governor
housing air vent valve which
damps out any oscillations of the metering valve to
maintain the idling speed
The governor is operated by fuel at transfer is fed from the annular groove surrounding the
pump rotor The fuel passes through the hollow metering Fig D1O
valve into an annular space around the valve via holes Section through the hydraulic go transversely in the valve
Endwise movement of the metering valve varies the 1 Shutoff lever S Metering port
2 Rack 6 Metering valve
area of the metering port in the hydraulic head which 3 Governor spring 7 Pinion with the annulus around the valve the
effective 4 Damping valve 8 Idling stop screw
TIlE FUEL SYSTEM D
plungers The roller shoes which slide in slots in the
rotor have specially shaped projecting ears which
engage eccentric slots in the top and bottom adjusting
plates Two lugs on the top adjusting plate engage slots
in the bottom adjusting plate to locate the plates one to
A the other
The top adjusting plate is clamped to the rotor by
the drive plate the adjusting plate being cut away in
the areas of the drive plate securing screws to permit
adjustment of the plates by rotation The maximum out
ward travel of the pump plungers is limited by the ears
of the roller shoes coming into contact with the curved
slot sides in the adjusting plates As the slots are eccentric
rotation of the adjusting plates relative to the rotor
provides a means of adjusting the maximum plunger
B stroke
Section D12
Fig Dll REMOVING AND REPLACING
THE FUEL INJECDON PUMP
The injection cycle
A Inlet stroke 2 Pumping and distributing
Thoroughly clean the exterior of the fuel injection
B Injection stroke rotor pump unstrap the wiring harness from the 1 Fuel inlet 3 Pumping
plungers pipes and disconnect the pipes from the injection pump
4 Fuel to injector and the fuel injectors Withdraw the pipes complete with
clamp and damper bushes and seal the injection the rotor and thence to the governor outlet unions and the fuel injector inlet unions
with
metering valve The position of the metering valve sealing caps upon the setting of the control lever which Remove the
external oil filter by unscrewing the two
varies the governor spring pressure on the valve Any bolts which secure it to the crankcase
variation in pump speed is accompanied by an increase Disconnect the acceleraior and stop controls from the
or decrease in transfer pressure which will move the levers on the pump and unscrew the two nuts to valve to increase or decrease the
effective area the stop control abutment bracket from the end of the
of the metering port and so regulate the flow of fuel at fuel injection pressure into the pumping section of the rotor
The volume of fuel passing into the pumping element is
thus controlled by the transfer pressure the position of
the metering valve and the time during which an inlet
port in the rotor is aligned with the metering port in the
hydraulic head
When one of the rotor inlet ports is aligned with the
metering port in the hydraulic head fuel at flows into the rotor and forces the apart the amount of plunger governed by the quantity of fuel which
can flow
into the rotor while the ports are aligned As the rotor
turns the inlet port is cut off and the pump to be forced inwards by their rollers bearing on a
pair of cam lobes This causes an immediate rise in
pressure and as the single distributor port in the rotor 5
comes into register with an outlet port in the the plungers force the fuel up the central bore of
the rotor and out to the respective injector
The maximum amount of fuel delivered at one charge Fig Dl2
is controlled by limiting the maximum outward move Maximum fuel of the plungers In Fig D12 is shown an endon
1 Top adjusting plate 4 Pumping end of rtr
view of the rotor and it will be seen that the cam rollers 2 RoUer shoe ear S Pumping plunger
are carried in shoes which bear against the ends of the 3 Roller
D THE FUEL SYSTEM
direction to take up any backlash in the injection pump
drive Hold the gauge in this position and chrn n tie
timing pointer on the injection pump drive hlb is in line
with the mark on the edge of the gauge if slacken the two set screws and move the poiM t
it up with the mark on the gauge Tighten Ihe eI SI WS
to secure the pointer in the correct position and i we
the timing gauge
NOTEAfter every occasion of injcclioll lMP re
moval or attention to the crankshaft camshaft or liming
gear the position of the timing pointer on th injection
pump drive bub should be checked and adjusttG if neles
sary as described abole
Rotate the injection pump drive shaft and prtn the
master spline on the drive shaft at 7 oclock when
Fig D13 looking on the drive end of the pump with jh hydraulic
governor housing uppermost This will facilitau the entry
Checkillg the position of the injection pump timing of the drive shaft into the drive coupling on the engine
pointer usillg timing gauge 18G629 Place a new joint washer in position on the pump
mounting studs and offer up the injection pump to the
engine engaging the pump drive shaft with the drive
Disconnect the fuel feed and return pipes from their coupling on the engine and fitting the lower securing
unionog the fuel injection pump and plug these unions nut and washer finger tight as the pump i pushed onto
to prevent the ingress of foreign matter the mounting studs Fit the remaining two securing nuts
Unscrew the three securing nuts with plain washers and washers finger tight and then rotate the body of the
and withdraw the pump from the engine injection pump about its axis to line tip the timing mark
When replacing the fuel injection pump on the engine on the pump mounting flange with the timing ointer
it is necessary to set the static injection timing so that Tighten the three nuts to secure the injection pump in
the commencement of injection occurs when the pistons this position
are at 22 BTDC on their compression strokes Reassemble the remaining components reversing the
To ensure correct timing relationship between the order of dismantling and ensuring that both the pump and the engine the injection pump
drive tor and the stop control levers on the injection pump have
shaft and the drive coupling on the engine are provided a full range of muvement when their rcspecttc controls
with master splines also a timing mark is scribed on the are flange of the fuel injection pump and a timing Bleed the fuel system as
described ill SecLiGn D IO
pointer is secured to the injection pump hub in the and start the Before fitting the injection pump the position of the
timing pointer on the injection pump drive hub should be
checked and adjusted if necessary with injection timing
gauge 18G629 Crank the engine in the normal direction
of rotation until the master spline in the injection pump
drive coupling is in the 4 oclock position No 1 piston
will now be on its compression stroke Continue to
crank the engine slowly until No 1 piston is at 2r
BTDC on its compression stroke as indicated by the
timing disc or timing mark on the crankshaft pulley or
on later engines the timing plate see Fig A20 Note
that the timing disc has two sets of graduations and it is
the set the zero mark of which is identified 14 which is
used for this operation Check the position of the master
spline in the injection pump drive coupling which should
DOW be at 5 oclock see Fig A29
Insert timing gauge 18G629 into the injection pump
drive hub engaging the splined end of the gauge with
the internal splines of the drive coupling The master
spline in the drive coupling will allow the gauge to Fig D14
engage the coupling in one position only Turn the gauge Align the timing mark on the injection pllmp mOllntil
by hand undue force is not necessary in a clockwise flange with the timing pointer 011 the drive hllb
TIlE FUEL SYSTEM D
Muimum ad idliDg speed adjustments Section DIS
Before making these adjustments it is imperative that
the air cleaner is correctly serviced and fitted and the DFSCRJPTION OF THE FUEL run until it has attained its nonnal running
The fuel injectors are of the Pintaux type developed use with the Ricardo Comet V
combustion chamber to
Maximllm speed assist starting under cold conditions The Pintaus nozzle
1 Slacken the locknut and unscrew the idling damper is a pintletype nozzle having an auxiliary spny bole
located 011 the top of the governor housing two which directs a spray of fuel into the hottest zone of the
complete turns Tighten the locknut to secure the combustion chamber
damper in this position This will prevent the idling The nozzle consists of two parts the nozzle valve and
damper interfering with the operation of the the nozzle body The nozzle valve takes the form of a
metering valve during the setting of the maximum plunger aceurately lapped into the nozzle body to the
speed closest possible fit within which it will work freely
2 Using a tachometer to check the engine speed The inner end of the valve is reduced in diameter to
adjust the maximum speed stop screw to give an produce a stem upon which a valve face is formed the
engine maximum light running speed of 2500 stem being extended to form a pin or pintle which fits
rpm Fit the rubber plug plug retaining plate and into a comparatively hole in the nozzle
set screw early pumps or locking sleeve later body The auxiliary spray bole is drilled in the nozzle
pumps and seal the screw with wire and lead seal body at an angle to the pintle hole entering the nozzle
using sealing pliers 180 541 Check and adjust the seating below the line of contact between tbe valve and
idling speed seat Fuel is fed to the mouth of the nozzle through
vertical drillings in the nozzle body which terminate in
Idling speed
an annular gallery just above the valve seating
1 With the engine stopped unscrew the idling
The nozzles are beld in position in the cylinder
damper until it is known to be out of contact with
by suitably designed holders a nozzle nut the
the metering valve Tighten the locknut to secure
the damper in this position
2 Start the engine and adjust the idling stop screw to
give an engine idling speed of 800 rpm
3 Screw in the idling damper until the idling speed is
increased slightly then unscrew the damper one
third of a turn and tighten the locknut to secure it
in position
4 Run the engine at about 2500 rpm and release
the throttle to test for stalling and slow de
celeration
a If the engine stalls screw in the idling damper
slightly and carry out a further test
b If deceleration is slow the idling damper
should be unscrewed slightly and a further
test carried out
5 Check the operation of the shutotT control
NOTEAfter every adjustment of the idliDg damper
always ensure that the engine is not idling directly on the
idling damper
D THE FUEL SYSTEM
pressure is higher and the valve is withdrawn from the
pintle hole allowing the bulk of the fuel to be through it A small proportion of
fuel continues to be
discharged through the auxiliary hole which does not
affect the engine performance and prevents the formation
12 12 of carbon in the hole
Section D16
IO REMOVING AND REPLACING
THE FUEL INJECTORS
Disconnect the highpressure feed pipes from the
unions on the nozzle holder bodies
6 Unscrew the bolts noting the copper sealing washers
positioned on each side of the banjotype unions to
release the fuel leakoff pipe from the injector nozzle
8 holder cap nuts and the union on the main fuel filter
7 head
Unscrew and remove the cap nut from each injector
Fig D27 nozzle holder
Section through a fuel injector Remove the eight nuts and spring washers securing
the nozzle holders to the cylinder head and withdraw
I Injector cap nut 8 Nozlle valve each injector in turn using tool 18G491A Assemble the
2 Joint washer 9 Spindle
3 Locknut 10 Inlet union tool using the appropriate centre screw adaptor and
4 Joint washer 11 Spring the unthreaded legs Place the leg locating sleeves over
S Nozzle holder 12 Washer the nozzle holder studs and position the tool with the
6 Nozzle nut 13 Spring cap nut legs in the sleeves Screw the centre screw adaptor onto
7 Nozzle body the spring cap nut Insert the tommybar into the small
hole in the adaptor ensuring that its free end bears
two components together the faces of which are lapped against one of the legs to prevent the adaptor turning
to form a highpressure seal and tighten the centre screw nut to withdraw the injector
Each holder contains a spindle and spring which serve nozzle assembly
to retain the nozzle valve on its seating The upper end of If the injectors are to be removed for any spring is located in an adjustable
cap nut enabling length of time seal off the f d ted unions using sealing
the pressure at which the valve is forced off its seating to caps 18G216 and then wrt each injector assembly in
be regulated A fuel inlet connection is provided to accept grease proof paper
tile highpressure piping from the injection pump and
the body of the holder is drilled to allow passage of the
fuel to the gallery in the nozzle body A leakoff pipe is
connected to the small tapped hole in the top of the cap
nut to return the accumulation of fuel which leaks past
the nozzle valve to the Jowpressure side of the fuel
system This slight leakage of fuel also serves to lubricate
the nozzle valve
In operation the pressure in the annular gallery in
the nozzle body is built up by the delivery of fuel from
the injection pump When the pressure in the injection pressure determined by the spindle and
spring in the nozzle holder the valve is raised from its
seating in the nozzle body and fuel is forced through the
pintle and auxiliary holes in the form of a finely As the pressure in the gallery drops injection into
the combustion chamber is terminated by the snap
Feturn of the nozzle valve onto its seating
At engine starting speed when the injection pressure
is low the valve is not lifted sufficiently to clear the Fig D28
pintle hole and the bulk of the fuel is discharged through Withdrawing an injector nozzle using Service
the auxiliary hole At normal running speed the injection THE FUEL SYSTEM
Fig D29
Section through the cylinder head showing an injector
nozzle heat shield and atomizer seal washer
Remove the atomizer seal washers from inside the
injector nozzle heat shields and the nozzle holder from the cylinder head If necessary withdraw
the injector nozzle heat shields and sealing washers
from the injector bores in the cylinder head be experienced in removing the heat shields it
may be found necessary to remove the cylinder head and
withdraw the combustion chamber inserts as detailed in
Section AIS when the heat shields can be driven out
from the inside of the combustion chambers
Plug the injector bores in the cylinder head to prevent
the ingress of foreign matter into the combustion cham
bers and cylinders
When replacing thoroughly clean the injector bores
in the cylinder head and ensure that the copper are in good condition and will make a Renew the atomizer seal washers fitting them
with their two edges pointing downwards as shown in
Fig D29
Place the injector assemblies in position and tighten
the securing nuts evenly to the figure given in the
GENERAL DATA section using torque Reconnect the highpressure feed pipes to the unions
on the nozzle holder bodies and refit the fuel ensuring that the copper sealing washers on each side of the banjotype unions
OTHER OVERHAUL
CONTENTS SECTION PAGE
MARINE ENGINE ELECTRICAL Q
Activation by Keyswitch 1980 onwards Q2
Activation by Fuel Pressure Q4
Activation by Lube Oil Pressure Q6
COOL NG SYSTEM S
Type SAO S 9
SAl and SAO Clutch Adjustments S21
SAl and SAO Reduction Units S23
Paragon P21 Series Hydraulic S29
Warner Hydraulic S35
Short Profile Sailing Gear Q
MARINE ENGINE ELECTRICAL SYSTEM
ACTIVATION BY KEY SWITCH
This system is supplied on most Wester
beke engi nes begi nni ng ray 1980 Essen
tially activation of the circuit is
accomplished by the ignition position of
the key switch No oil pressure switch
is required The engine is preheated
by depressing the preheat push button
The engine is cranked by turning the
key switch to the rightmost momentary
position
Voltage is maintained to the instruments
fuel solenoid or fuel lift pump if sup
plied and to other electrical devices via
the ignition position of the key switch
Models which have a fuel solenoid or elec
tric fuel pump may be turned off via the
key switch Models with mechanical fuel
lift pumps or no fuel solenoid are stopped
by pulling a stop cable
The circuit is protected by a circuit
breaker located near the starter Any
time excessive current flows the circuit
breaker will trip This is a manually
resettable breaker and must be reset
before the engine will operate electrically
again
CAUTION the builderowner must ensure
that the instrument panel wiring and
engine are installed so that electrical
devices cannot come in contact with sea
water
The latest information regarding your
engine1s electrical system is included
on the wiring diagram shipped with the
engine Be sure to study this wiring
diagram and all the notes thereon
ACTIVATION BY KEYSWITCH SECTION Q
SCHEMATIC DIAGRAM
IZYDC
TMTP
WIRING DIAGRAM
NOT USED BL
U NOTE 8 B 0
WTSENDER ON
wA1eR TEMPT
rTCH 01 L ESSUe
ON
SWITCIt ALTERNATOR
i Ijf il
li I
OPTIONAL
zJ ALARM
fUEL SOL wa ONLY
PREHEAT SOL
saNOua
OPSENOER i BLO
tEE NOTEA
NOT USED ON
0
MARINE ENGINE ELECTRICAL SYSTEN
ACTIVATION BY FUEL PRESSURE
Push Button Start
This system is supplied on all four and
six cylinder Westerbeke engines beginning
January 1975 Basically the system is
very simple and eliminates the need for a
separate switch position to activate the
engine alarm system when supplied
Starting by operation
of the start push button which causes the
starting motor to crank
Once the engine is running fuel pres
sure developed in the low pressure side of
the fuel injection pump operates a fuel
pressure switch Voltage is then applied
to the alarm system if supplied and to
the alternator for excitation and for all
instruments
When the engine is stopped fuel pres
sure drops and the fuel pressure switch
removes voltage from these devices
When an engine is supplied with a pre
heating device the device is energized by
a separate push button
NOTE It is important that your engine
installation includes fuses or circuit
breakers as described under Ownership
on the wiring diagram
supplied with your engine
ACTIVATION BY FUEL PRESSURE
PUSH BUTTON STARn
PANEL AS5EMLY fIIl1It VIC
I TACHHOUR I I
I ETER i I OrR 1w
I I 1T1T 5W IMlf lit I
I 1 1 1
I 1
1 I 1 I
L J
lI I
oPTIONAL
ALH
I
6

jtM I
e
0 I
1 I
L J
I I
O I I
up NO TARl FI I
IIIN f
t t1 i I
feN I
CHART FOR TARTER MOTORS rJ HEATERS
I 10 L
e OT J1oC J
I 1
Po
QYBI 1 rOUR4 I
QJo
I
o
I I
I
I I
I I
I I I I
I J
L JI L J
Drawing No 19201
Marine Engine Electrical System
ACTIVATION BY LUBE OIL PRESSURE
Keyswitch Start
This system is supplied on all 4 and 6
cylinder Westerbeke diesels produced prior
to January 1975 Operation is very simple
Putting the start switch in the Run posi
tion energizes an alarm system when sup
plied Returning the start switch to Off
position deenergizes the alarm
Turning the start switch to Crank posi
tion operates the starting motor and starts
the engine Upon starting the start
switch is released to the Run position
When the engine develops oil pressure
voltage is supplied to the alternator for
excitation and to all instruments When
ever the engine stops loss of oil pres
sure removes voltage from these devices
When an engine is furnished with a pre
heating device it is energized by a sep
arate push button at the key switch panel
When an engine is furnished with an
electric stop solenoid it is energized by
a separate push button at the key switch
panel
NOTE It is important that your engine in
stallation includes fuses or circuit
breakers as described under Owners Res
ponsibility on the wiring diagram supplied
with your engine
ACTIVATION BY LUBE OIL PRESSURE
KEYSWITCH START
r
P SENDER
FOUR50 FOUR 91 FOUR154 FOUR230 SIX346
Ow rv I I
0 uO I
1 I 1 1
I 1 I I
1 1 I I
I I 1
L J 1
1 1
1 I 1 I
Drawing No 15245
YOUR NOTES
SECTION R
COOLING SYSTEM EXTERNAL
1 DESCRIPTION charge of the sea water pump to diesel engines are
heat exchanger sea water inlet wlth fresh water cooling passing through the tubes of the heat
Transfer of heat from engine fresh exchanger the sea water may enter a
water to sea water is accomo1ished transmission oil cooler if present
in a heat exchanger similar in func and if sea water cooled to an automotive radiator Sea the sea water enters a water flows through the
tubes of the wet exhaust system the most popular
heat exchanger while fresh water type of exhaust system in use In
flows around the tubes The sea the case of larger engines the sea
ater flow is divided prior to enter
water and fresh water never mix
with the result that the cooling lng the exhaust systems so that a
water passages in the engine stay portion is dumped directly and a portion is used to cool the
exhaust system Full sea water flow
2 FRESH WATER CIRCUIT entering the exhaust system would
create unnecessary exhaust back
Heat rejected during combustion as as heat developed by friction
lS absorbed by the fresh water whose 4 SEA WATER PUMP
flow is created by a fresh water cir Thesa waer pump is self priming and
culating pump The fresh water flows posltle dlsplacement It is a rotary
from the engine through a fresh water pump wlth a nonferrous housing and a
cooled exhaust manifold a heat ex neoprene impeller The impeller has
changer in most cases an oil cooler flexible vanes which wipe against a
and returns to the suction side of curvd cam plate within the impeller
the fresh water circulating pump houslng producing the pumping action
The flow is not necessarily in this On no account should this pump be run
order in every model When starting dry There should always be a spare
a cold engine most of the external impeller and impeller cover gasket
flow to the heat exchanger is pre by the closed amount of bypass is maintained 5 SEA WATER PUMP IMPELLER revent overheating in the
As the engine warms up the The following instructions are begins to open up a11wing and indicative only Specific instruc
full flow of engine fresh water thru tions where applicable may be packaged
the external cooling system with your replacement impeller
3 SEA WATER CIRCUIT a Remove the front cover taking care
Thesa waer flow is created by a
to salvage the dlsp1acement neoprene inpe11e b Remove the impeller by pulling
pump gear pump in certain special straight outwards parallel to
cases Normally the pump draws sea the pump shaft This is best
water directly from the ocean via the done with a pair of pliers ap
sea cock and sea water strainer Some plied to the impeller hub
times a transmission oil cooler or
pehaps a V drive will be piped on the c Coat the replacement side of the sea water pump and the chamber into which it
Genrally it is better to have as few mounts with on the suction side of the sea
wae pum a possible to preclude d Carefully align the impeller key
prlmlng dlfflculties Usually sea way or other locking flows directly from the dis
with the shaft Take care that 8 THERMOSTAT
all the impeller blades bend in
the same direction and trailing Generally thermostats are of two types
One is simply a choking device which
e Inspect the front cover for wear opens and closes as the engine tempera
A worn front cover should ulti ture rises and falls The second type
mately be replaced Sometimes has a bypass mechanism Usually this
it can be reversed as an emer is a disc on the bottom of the thermo
gency measure but not when stat which moves downward to close off
stamped markings would break the an internal bypass passage within the
seal between the cover and the head Both types of thermostats from
impeller bl ades 1980 onwards have two 316 diameter
holes punched through them to serve as
f Reinstall the end cover with a a bypass while the engine is warming
new gasket up This prevents overheating in the
exhaust manifold during engine warmup
g Be doubly sure to check quickly These two holes total for sea water flow when starting 006 square inches of area and replace
the engine The absence of flow ment thermostats must be equal in this
indicates that the pump may not design be priming itself properly When replacing a thermostat be sure
This situation must be investi that it is rotated so as to not
gated immediately or damage to strike the thermostat housing pro
the new impeller will result jections inside the head temperature
from overheating senders or temperature switches
which may be installed close to the
6 ENGINE FRESH WATER is preferable to fill your engine A thermostat can be checked for prop
with a 50 mixture er operation by placing it in a pan
This precludes the necessity of drain of cold water and then raising the
ing coolant in the winter Since most temperature of the water to a contain preservative agents The thermostat should open notice
of one kind or another rusting within ably with travel on the order of
the engine is minimized Also the anti 14 12 and be fully opened when
freeze mixture boils at a higher tem the water is than water giving head room II
9 ENGINE LUBE OIL COOLER
When draining the engine open the
pressure cap first to relieve the Lubricating oil carries heat away from
vacuum created by draining the engine bearings and other friction
surfaces The oil circulates from the
lube oil pump through the engine
7 FILLING THE FRESH WATER SYSTEM through the engine oil cooler and back
to the oil pump
It is very important to completely fill
the fresh water system before starting The oil cooler may be cooled either by
the engine It is normal for air to engine fresh water or by sea water
become trapped in various passages so
all high points must be opened to atmos 10 TNSMISSION OIL COOLER
phere to bleed entrapped air When an
engine is started after filling with Certain transmissions require oil the system may look deceptively ing In these cases the until
the thermostat opens At this oil cooler is usually cooled by sea
time when water flows through the exter water
al cooling circuit for the first time
pockets of air can be exposed and rise Normally sea water enters this cooler
to the fill point Be sure to add cool after exiting the heat exchanger but
ant at this time not always
TWO PASS MANIFOLD
Note Drawing is indicative only Specific models may vary in detail
TO EXHAUST
5 rS TE Iv
SEA SINGLE PASS MANIFOLD
Note Drawing is indicative only Specific models may vary in detail
SURGE EXHAUST
TANK MANIFOLD
FROM
J Q C P SEA
h COCK
WATER
PUMP
FILTER
0I
COOLER
FROM SEA RAW WATER
COCK FRESH WATER
ENGINE OIL
I IUSED ON HYD
Cl RAULIC GEAR
QU COOLER If ONLY
SECTION YOUR NOTES
TYPE SAO Westerbeke Paragon manually operated reverse gear units consist of a
multiple disc clutch and a planetary reverse gear train The units are self con
tained and are independent of the engine lubrication the forward drive the reverse gear case and multiple disc clutch are as a solid coupling The
multiple disc clutch is locked or clamped by the
pressure produced when the shift lever is moved to the forward position Thus the
propeller shaft turns in the same direction as the engine
The reverse drive is obtained by clamping the reverse band around the reverse
gear case which contains the planetary reverse gear train The reverse band is
clamped when the shift lever is moved and held in the reverse position The
reverse motion is then obtained by driving through the gears thus turning the pro
peller shaft opposite to the engine the shift lever in the neutral position the multiple disc clutch and the reverse
band are unclamped and the planet gears run idle and the propeller shaft is desirable to start the engine with the transmission in neutral thus the
boat in either direction
It is recommended that the shifting be done at speeds below 1000 RPM and prefer
ably in the 800 RPM range or lower to prolong the life of the engine of the boat
TROUBLE SHOOTING
The trouble shooting charts below and on the next page should be studied and carried out prior to any disassembly to determine as well as possible
what the trouble may be Also the exploded views and the accompanying discus
sions should be carefully read and understood so that any or all of the service work
as indicated from the trouble shooting charts may be carried out in any servicing operation cleanliness is a must and all rules for good work
manship apply Some of these rules are as follows
1 Use only clean fluid in any cleaning or washing of parts
2 Use only clean oil for lubrication when pressing parts together
3 Never use a hammer to drive ball bearings in place
4 Never press a ball bearing so that the force is carried through the balls
5 Use only properly sized wrenches in removing or securing nuts and cap
screws
6 Replace gaskets and 0 rings with new material
7 Work on a clean bench and protect gear teeth and oil seal surfaces from
nicks and scratches
NOTE Remove the reverse and reduction gear as a complete unit before removing the
oil to avoid fouling the bilges
TROUBLE SHOOTING CHARTS
Ch art 1
GEAR DRAGGING
DRIVE SHAFT ROTATES EITHER FORWARD OR REVERSE
WITH SHIFT LEVER IN NEUTRAL
l Check For
1 1 DEFECTIVE FORWARD CLUTCH PLATES I 3 BINDING IN PLANETARY ASSEMBLY
4 OVER ADJUSTMENT ON
I 2 REVERSE BAND ENGAGING GEAR CASE I FORwARD AND REVERSE
Forllard clutch r1ate 9arred and stickin b Inineear hearins lIorn excessively
Remove and rerlace clutch rlates causin of enine shaft Re
rlace necessary rarts Check Imrruper reveue hand adjustment Adjust
of enine lear
reverse band as outlined under adjustment
Check the fol109in items 4 of tither forward and reverse
a learinls and lears worn excessively in lear or hoth vill result in loss of neutral Check
case Repllce necessary rarts and readjust as outlined under Chart 2
GEAR SLIPPING OR
SLOW TO ENGAGE
WITH SHIFT LEVER IN FORWARD OR REVERSE
I Check For
I 1 wORN CLUTCH PLATES
I I 3 WORN REVERSE BAND
I 2 FORWARD CLUTCH NOT ENGAGING
J I 4 REVERSE BAND NOT ENGAGING
Hemove forward clutch pldtes and check or RernlVe reverse hand and check for wedr He
liIr Ierlace if lIorn excessively place Iinin if lorn helo9 rivets
2 Improper forward clutch adjustment Adjust dS 1 Imrroper reverse band adjustment Adjust as
outl ined under ad justment outl ine under ad ju stment
TROUBLE SHOOTING CHART
Chart a
GEAR INOPERATIVE
DRIVE SHAFT roES toT ROtATE WITH
SHIFT LEVER IN FORWARD OR REVERSE
I Chord For
r I
I 1 FAILURE OF PLANETARY ASSEMBLY
I 4 REVERSE BAND NOT
ENGAGING GEAR CASE
I 2 FAILURE OF REDUCTION GEAR I 1
S BROKEN OUTPUT SHAFT
I 3 FORWARD CLUTCH NOT ENGAGING J
REMEDY
1 Hemoe rear ce aOemhly and check for b orward clutch plateli lIorn Heplace clutch
defective or damnld parcs Replace clefective plate
or Iamued parts 4 Ched the followin items
2 Rlme reduction Jlar assemhly and check for a Improper reverse hand adjustmem dut
defective or damaed parts Replace defective reverse band as outlined under aljll trlll1t
or dClmaled parts Refer to reduction lCear
h Ieverse hand lininlt worn Hlllace linin
service manual
c Cracked eals or bent or cllmalct Iinkaltt
Ched the followin items parts leplaCe defectivc material
OI Iproper fUiut clutch iutjustment djust S Ched for broken output shaft Heplll e1
Url Oint
clutch as Iludincd undtr adjustment fcctic Disassembly need be carried out only as far as is necessary to difficulties which
interfere with propr marine gear OF REDUCTION GEAR ASSEMBLY FROM REVERSE GEAR
HOUSING IF Remove the reverse gear with reduction gear attached as a complete unit
before draining Oil to avoid fouling the bilges
1 Remove starter motor
2 Disconnect propeller half coupling and slide back approximately 4 inches
3 Remove capscrews securing reverse gear to be11housing
4 Strike gear half coupling flange with soft mallet to break reverse gear from
bellhousing Slide entire reverse and reduction gear streight back approxim
ately 3 inches until reverse gear clears bel1housing and lift units clear of
engine
Refer to Reduction Gear section of manual for disassembly and assembly of
reduction 76
85 80
44 72 71
SAO MANUAL
SAO MANUAL 2S
REMOVAL OF REVERSE GEAR HOUSING ASSEMBLY FROM ENGINE
1 Remove capscrews and lockwashers that secure reverse gear housing 3
to front end plate 5
2 Slide entire reverse gear housing 3 straight back approximately 3 inches
until housing is clear of front plate engine gear 1 and lift reverse gear
housing assembly clear of front plate 5
3 Remove pilot roller bearing 60 from front plate engine gear 1 if it
remains on gear
4 If necessary to replace front end plate 5 oil seal 22 or bearing 37
proceed as follows
a Remove capscrews and lockwashers securing front end plate 5 to
engine flywheel housing
b Slide front end plate 5 straight back approximately two inches until
front plate engine gear 1 is clear of flywheel housing and lift clear
of engine
c Remove retaining ring 36 bearing 37 retaining ring 35 and oil
seal 22
d Replace new oil seal and bearing if required
REMOVAL OF GEAR CASE ASSEMBLY FROM REVERSE GEAR HOUSING
REDUCTION MODEL
1 Remove four capscrews cover seals 33 cover 10 and gasket 4
from reverse gear housing 3
2 Through cover opening in reverse gear housing 3 rem0ve nut 70 lock
washer and screw securing adjustment nut lockspring 68 to ear of brake
band assembly 62 Remove lock spring
3 Remove adjustment nut 66 from reverse cam 65 Remove reverse
cam 65 from eye in yoke 34 and slide out reverse cam 65 from
reverse cam slide assembly 63
4 Remove cross shaft 13 from reverse gear housing 3 as follows
a Loosen the two capscrews securing the yoke 34 to the cross
shaft 13
b With small end of housing toward mechanic slide cross shaft 13
from left to right being careful cross shaft doesnt come in contact
with operating sleeve bearing 50 or Woodruff key 26 in cross
shaft under yoke arm 34 isnt forced against cross shaft oil seal 20
in right side of housing Remove the two Woodruff keys from cross
shaft
c Slide cross shaft out of housing and remove brace 67 and lift yoke
34 from operating sleeve 50
5 On dipstick side of housing remove roll pin 24 securing brake band lock
ing pin 12 that secures brake band to housing Remove locking pin and
inspect 0 ring 23 and replace if damaged
6 Slide brake band 62 from gear case assembly 41 and remove band from
front of housing
7 Remove cotter pin and nut 182 from reverse gear tailshaft 22
8 Support reverse gear housing 3 with front end down so that gear case 41
may drop free approximately two inches
9 Press on reverse gear tails haft 2 2 until tailshaft is free of reduction
drive gear 87
10 Lift reverse gear housing 3 straight up until housing clears tailshaft
11 Remove caps crews and lockwashers that secure reduction adapter plate
85 to reverse gear housing 3
a Remove reduction adapter plate with attached bearing 88 and reduc
tion drive gear 87
b Press bearing with drive gear from adapter plate
c Press bearing from drive gear
DIRECT DRIVE UNIT perform procedlres 1 through 6 above
12 Bend tang of lockwasher 19 away from locknut 181 and remove nut
from reverse gear tailshaft 21 by holding gear half coupling 14 with
spanner wrench Remove lockwasher
13 Support reverse gear housing 3 face down so that gear case may drop
free approximately 2 inches
14 Press on reverse gear tailshaft 21 until tailshaft is free of gear half
coupling 14 Lift reverse gear housing 3 straight up from gear case
assembly 41 until housing clears tailshaft 21
15 Remove caps crews and lockwashers that secure direct drive plate 15 to
reverse gear housing 3
a Remove direct drive plate 15 with attached bearing 25 and gear
half coupling 14 from reverse gear housing 3
b Press gear half coupling from bearing
c Press bearing from drive plate
d If necessary to replace remove oil seal 21 from direct drive OF GEAR CASE
1 Remove thrust washer 162 and retainer ring 6 from end of reverse
gear tailshaft on reduction units and Woodruff key 27 seal washer 6
and thrust washer 161 from end of tails haft on direct drive units
2 Remove lockscrew 55 and lockwasher from screw collar 53 and remove
screw collar from gear case by unscrewing Lift operating sleeve
assembly 50 from tailshaft when removing screw collar
3 Lift pressure plate 49 and clutch plates 48 and 54 from end of gear
case
4 Properly support gear case on clutch plate carrier and press tailshaft
21 or 22 from propeller gear 43 and clutch plate carrier Lift
clutch plate carrier from gear case
5 Remove case ball bearing retaining ring 59 from groove in gear case
6 Remove capscrews 14 and lockwashers 13 and case bushing 23 from
gear case
7 Before removal of the short or lon pinions is attempted first inspect the
gear teeth for indication of wear Also rotate each pinion to check for
rough spots during rotation If further ispection or replacement is
necessary proceed with the disassembly However do not disassemble
unless required
8 Drive pinion shaft 20 of one of the short pinions 22 from threaded end
of gear case approximately 12 inch Push pinion shaft on through with a
dummy shaft
9 Push dummy shaft until centerec in short pinion 46 and short pinion
spacer 56 Remove pinion shaft 42 from front end of gear case
10 Remove remaining short pinions 46 from gear case
11 Press propeller gear 43 from the case ball bearing 58
12 Remove long pinions 44 using dummy shaft as in removing short Bushings are pressed into the long and short parts should be thoroughly cleaned
before inspection Parts showing should be replaced
1 Ball and roller bearings should be examined for indication of corrosion
and pitting on balls or rollers and races
2 Long and short pinion bushings should be examined for wear
3 Pinion shafts should be examined for wear or 4 Long and short pinion spacers should be examined for wear
5 Long and short pinion bore diameters should be examined for wear
6 All gear teeth should be examined for pitch line pitting unever wear
pattern or excessive wear
7 All shafts should be examined for wear on splines and shoulders
8 Clutch plates should be examined for flatness roughness indicating of
excessive heating and wear or peening of driving lugs
9 Clutch plate carrier should be examined for wear and peening of lugs and
splines
10 Examine all oil seals for rough or charred lips
11 Reverse band links pins etc should be examined for wear or bending
12 Reverse band lining should be examined for wear
NOTE Lining should be replaced before rivets come in contact with gear case
13 Gear case should be examined for wear from reverse band linking short
or long pinions wearing into inside faces or wear in clutch plate slots on
threaded end
14 Screw collar and finger assembly should be examined for wear
15 Pressure plate should be examined for wear
16 All old gaskets should be replaced
17 Operating sleeve assembly should be examined for wear
18 Engine gear should be examined for wear on oil seal surfaces case roller
bearing race pilot bearing race and gear teeth for pitch line pitting
uneven wear or excessive wear
NOTE When uneven gear teeth wear has been noticed check engine gear for
eccentricity Maximum eccentricity at pilot bearing race is 005 inches
19 Where special vibration dampers are used as flexible couplings check
springs and splines for wear
ASSEMBL Y OF GEAR CASE
1 If pinion gears 45 and 46 bushings 21 and plnlOn shafts 42 were
removed from gear case 41 assembled as follows
a Insert dummy shaft into long pinion 44
NOTE Use same dummy shaft as used in b Insert four bushings 21 equally spaced around dummy shaft to center
shaft in gear then assemble remaining bushings
NOTE Smear dummy shaft with cup grease to prevent bushings from dropping
out Install bushing spacer 56 in gear next to first row of bushings
c Lay gear case 41 on side and insert long pinion 44 in case to align
with hole in outer row
d Insert pmIOn shaft 42 plain end first into unthreaded end of gear
case and push through pinion as far as rear wall of gear case forcing
out the dummy shaft
e Remove dummy shaft and start pinion shaft into rear wall of case
Do not drive pinion shaft all the way into gear case until all shafts
are inserted
f Assemble remaining long pinions in gear case
g Using dummy shaft insert short bushings 47 into short pinion 46
in same manner covered in paragraphs a and b above With short
pinion use pinion spacer 56
h Insert short pinion 46 into gear case pinion toward front of case
to line up with hole in inner row and insert pinion shaft 20 as
described in d above
i Assemble remaining short pinions in gear case
2 Assemble case bushing 23 to gear case with edges of race in line with
flats on pinion shafts Replace lockwashers 13 and capscrews 14
3 Insert propeller gear 24 through rear of gear case in mesh with long
pinions
4 Press case ball bearing 58 into gear case and onto propeller gear by
supporting entire assembly on propeller gear inside front end of gear
case Make certain that case ball bearing is seated properly on propeller
gear and into gear case Install case ball bearing retaining ring 59 in
groove in gear case next to case ball bearing
5 Press clutch plate carrier 27 onto reverse gear tailshaft 21 or 22
6 Align splines on reverse gear tailshaft and press tails haft through pro
peller gear until propeller gear is seated against the clutch plate carrier
already on tailshaft Support the entire assembly on propeller gear inside
front end of gear case during pressing operation
7 Place Woodruff key 61 on end of tailshaft inside propeller gear
8 Install clutch plates in clutch plate cavity in rear of gear case starting
first with bronze clutch plate 54 and alternating eel plate 34 and
bronze clutch plate
9 Install pressure plate 49 on top of last bronze clutch plate in clutch
plate cavity
NOTE Make certain that all plates ride freely and that no binding is assembly
10 Assemble finger assembly 52 o screw collar 53 using finger pins 51
and securing with cotter pins
11 Thread screw collar 53 onto gear case assembly 41 approximately half
of the thread length
12 Place operating sleeve assembly 50 onto tailshaft Position ball ends of
finger assembly over sleeve assembly
13 Continue screwing screw collar onto gear case 41 until finger assembly
will snap over center and lock into position against the shoulder of the
pressure plate 49
14 Push operating sleeve assembly 50 forward until finger assemblies are
free
15 Place lockwasher over end of locks crew 55 and thread lockscrew into
one hole near edge of screw collar 53 Rotate screw collar until dog on
end of lockscrew lines up with closest hole in pressure plate
16 On reduction tailshafts install retaining ring on reverse gear tailshaft
making certain that retaining ring is seated properly in groove in reverse
gear The forward clutch is not properly adjusted at the end of this adjustment is made after installation in boat is complete Follow as outlined
under section on Y OF REVERSE GEAR CASE IN REVERSE GEAR HOUSING
REDUCTION MODEL
1 Place new gaskets 8 7 and 4 on front rear and top of reverse
gear housing 3
2 If removed for replacement install new oil seals 20 in cross shaft holes
in housing
3 Support gear case assembly 41 on propeller gear 43 inside front end of
gear case so that reverse gear housing 3 will not rest on face when
lowered over gear case assembly
4 Lower reverse gear housing 3 over gear case assembly with reverse
gear tailshaft 22 protruding through bore in rear of housing
5 Place thrust washer 162 with side down over reverse
gear tails haft 2 2 Make certain that thrust washer seats properly on
shoulder of retaining ring 6 on tailshaft 22
6 Press reduction drive gear 87 into ball bearing 88
7 Plcce new gasket 8 on reverse gear housing 3 and press reduction
drive gear 87 and ball bearing 88 on reverse gear tailshaft 22 until
ball bearing is seated against thrust washer 162 Thread on reverse
gear tailshaft nut 18 2
8 Press reduction gear adapter plate 85 over ball bearing and secure with
necessary bolts
9 Install reduction gear crescent 74
10 Tighten all capscrews Tighten reverse gear tailshaft nut 182 until
cotter pin can be installed through castellation in nut and hole in reverse
gear tailshaft
11 Install cotter pin and bedn ends over nut
12 Place new gasket 72 on reduction adapter plate 85
13 Install brake band assembly 62 onto gear case assembly 41 in reverse
gear housing
14 With reduction adapter plate 85 facing mechanic insert yoke 34 through
cover opening in housing placing forked arms of yoke over pins of oper
ating sleeve assembly 50 Ensure part number of yoke is facing
mechanic
15 Align and hold hole in brace 67 on inside right hole in yoke and push
cross shaft through yoke and Lrace to left side of housing
16 Pull cross shaft out from rigt side o housing approximately one inch and
insert Woodruff key in cross shaft to the right of each yoke hole to posi
tion yoke to cross shaft
17 Secure yoke to cross shaft by tightening the two cap screws in yoke
18 SUde reverse cam 65 through reverse cam slide assembly 63 and in
hole in arm of yoke 34
19 Position pin in brake band 62 in hole in brace 67
20 Replace and tighten adjustment nut 66 to reverse cam slide assembly
21 Secure lock spring 68 over adjustment nut 66 with screw lockwasher
and nut 70
DIRECT DRIVE UNIT
22 After paragraph 4 above place thrust washer 161 over reverse gear
tailshaft Place seal washer 6 over reverse gear tailshaft against thrust
washer and install Woodruff key 27 in keyway in tailshaft
23 If removed for replacement press new oil seal 21 into direct drive
plate 15 Press ball bearing 25 into direct drive plate
24 Place direct drive plate oil seal and ball bearing assembly on suitable
support and press gear half coupling 14 into oil seal 21 and ball bear
ing 25 until gear half coupling is seated against ball bearing Care must
be taken not to damage oil seal during assembly
25 Align direct drive plate and gear half coupling up with key in reverse gear
tailshaft and press together until ball bearing is seated against thrust
washer 161
26 Place lockwasher 19 over reverse gear tailshaft with tang in keyway in
gear half coupling and thread locknut 18 1 on reverse gear tailshaft
27 Install lockwashers and capscrews in holes in direct drive plate and bolt
to reverse gear housing
28 Tighten all capscrews Tighten locknut 181 and bend up one tang on
lockwasher 19 over locknut
29 Continue with paragraphs 13 through 20
ASSEMBLE TRANSMISSION TO ENGINE
1 If front end plate 5 was removed from reverse gear housing 3 or
engine flywheel housing proceed as follows
a Replace oil seal 22 or bearing 37 if necessary
b Slide engine gear 1 into flywheel housing damper spline
c Align mounting holes in front end plate 5 with holes in flywheel
housing and secure with lockwashers and capscrews
d After installing on engine check engine gear f0r runout Maximum
eccentricity is 005 inches at pilot roller bearing
2 Insert two studs three inches long in two opposite bolt holes in front end
plate 5
3 Check to be certain that pilot roller bearing 60 is properly installed in
propeller gear inside gear case
4 Start reverse gear housing 3 over the two studs and slide housing over
engine gear 1 right up against flywheel housing It may be necessary to
rotate gear case slightly to properly mesh teeth on engine gear and short
pinions in gear case
5 Install lockwashers and capscrews in holes around flange of housing
6 Remove the two studs and install remaining lockwashers and capscrews
Tighten all OF REDUCTION GEAR ASSEMBLY TO REVERSE GEAR
HOUSING Refer to reduction gear assembly and disassembly procedures
1 Install two studs 3 12 inches long in two opposite holes in reduction
adapter plate
2 Position reduction gear assembly over studs with oil drain plug at bottom
and slide onto reduction drive gear It may be necessary to rotate reduc
tion ring gear slightly to properly mesh gear teeth
3 and capscrews around flange of reduction gear housing
and tighten YOUR NOTES
SA1 AND SAO MANUAL CLUTCH the transmission secured to the engine I Back out the lockscrew 42 until the dog
replace all water lines etc However do on the end of the lockscrew is clear of the
not connect the shifting linkage until all the hole in the pressure plate have been made and are tested 2
Rotate the screw Collar 37 to the right
until the lockscrew 42 is oPEosite the
Before securing the propeller half coupling to next hole in the pressure plate 35
the gear half coupling check to make certain
that the couplings do not run out more than 3 Tighten the lockscrew making certain that
002 inches wi th respect to each other Study the dog on the end properly enters the hole
section IIAlignment to Engine II on Pages in the pressure plate
14 and 15 of Technical Manual
4 Continue this until a decided effort is re
The transmission should be filled with new oil quired to shift into forward specified under lubrication 26 foot pounds
The transmission can be parti ally adjusted be 48
fore the engine has been run However a
complete running test is necessary to determine whether the adjustments have
been properly made
The preliminary adjustments for the forward
drive are made as follows remove reverse
cover plate rotate pressure finger assembly screw collar 37 until lock screw 42
is up and facing you Then working care n4 50
fully to avoid dropping either screw or tools
into clutch housing SAl Reverse
Adjustment
Top View
The preliminary adjustments for the reverse
drive are made as follows
1 Loosen the locknut 50 on the inside of the
upright ear at the top of the reverse band
2 TIghten the adjusting nut 50 on the outside
of the ear unti I both nuts are again tight
against the ear of the reverse band
3 Repeat until a decided snap is required to
Typical Forward shift into reverse
Clutch Adjust
ment SAl SAO 4 Do not tamper with adjustment of link 48
5 For Four99s and early Fourl07s there was
a cam operated reverse adjustment Simply
tum screw head 103 clockwise one flat at
a time until satisfactory reverse engagement
is obtained see Figure 3
If further adjustments are necessary continue
the adjustments as outlined aove until satis
factory operation is reached It should be
noted however that the edjustments should be
carried out only unti I satisfactory operation is
reached since it is possible to overadjust the
transmission If the transmission is overad
SAO Reverse
justed it will be more difficult to shift into
Adjustment
forward and reverse and the parts wi II be heav
Top View
103 ily stressed and subject to early atigue ail
ure Therefore once the prellmmary adust
ments have been made only a very small am
ount of adjustment will be necessary for either
forward or reverse Usually an adiustment of
Replace the cover on the reverse gear housing a half a step on the forward or at the most a
The transmission is reedy for a prel iminary test full step is required for full edjustment Only
which may be done at dockside a very small edjustment is required for the re
verse drive
oeck all of the mooring Iines before continu
ing the test
On the forward drive a full step of adjustment
is as outlined aove or is made by loosening
With the engine running at idle speed shift the lockscrew 42 and rotating the screw
the transmission into forward and reverse not collar 37 to the right until the next hole in
ing how well the transmission responds the pressure plate 35 can be lined up under
the lockscrew A half a step is mede by tak
If the transmission does not engage in one or ing the lockscrew out of the hole that it is in
both of the forward or reverse positions further and pi acing it in the hole adjoining it in the
dockside ediustments are necessary Continue screw coil ar Then rotate the screw coil ar to
the ediustments as outlined above untif the the right until the next hole in the pressure
transmission will engage in both forward and plate is lined up under the dog of the lock
reverse drives screw Make certain that the lockscrew enters
the hole properlyorit will bind up the forward
A complete running test is necessary to deter clutch
mine that the transmission is properly edjusted
The transmission should not slip or break II When the transmission is properly adjusted
away under full power conditions in the forward replace the cover and secure all external bolts
drive and should hold in reverse under all nor and fasteners Before replacing the shifting
mal reversing conditions linkage check to make certain that it oper
ates freely aJIId doesnotbindor drag Replace
the linkage on the transmissiDn shift leverand
secure WHEN CLUTCH SLIPPING IS NOTICED STOP AND ADJUST AT ONCE
PROPER ADJUSTMENT WILL MAINTAIN YOUR CLUTCH FOR YEARS
BUT A SLI PPI NG CLUTCH MAY DESTROY ITSELF CAUS I NG COSTLY
REPAIRS
SA1 AND SAO REDUCTION reduction gears consist of an internal ring gear and a
drive gear that offers a variety of reduction are no adjustments necessary to maintain the reduction gears in OF REDUCTION UNIT
NOTE Disassembly need be carried out only as far as necessary to correct
those difficulties which interfere with proper marine gear reverse and reduction gear as a complete unit before removing the oil to
avoid fouling the bilges
1 Remove oil drain plug from bottom of reduction gear housing B6 and
drain oil from unit Make certain that all lubricating oil is removed
from reverse gear unit
2 Remove capscrews and lockwashers from flange of reduction gear housing
and slide entire reduction unit straight back approximately 3 inches until
reduction unit clears reduction drive pinion
3 Bend tang of lockwasher 7B away from locknut 77 Remove locknut
using suitable wrench and lift lockwasher from shaft
4 Remove gear half coupling 75 with gear type puller or by supporting
entire assembly under flange of gear half coupling and press agalnst shaft
to force coupling from assembly
5 Support reduction gear housing so that flanged shaft assembly can drQP
free approximately 2 inches and press flanged shaft assembly from
reduction gear housing
6 Remove retaining ring 76 from groove next to ball bearing B4 inide
reduction gear housing and press ball bearing from housing
7 If necessary to replace remove oil seal 79
B Remove Woodruff key BO from flanged shaft and remove seal washer 74
and spacer 73
9 Press ball bearing B4 from flanged shaft using two holes in flange
10 Remove capscrews and lockwashers from rim of flanged shaft and remove
ring gear 71 from flanged parts should be thoroughly cleaned before inspection Parts showing should be replaced
1 Ball bearings should be examined for indications of corrosion and pitting
on balls and races
2 All gear teeth should be examined for pitch line pitting uneven wear
pattern or excessive wear
3 Examine oil seal for rough or charred lips
4 Retaining rings should be checked for burrs or deformities
5 All gaskets should be OF REDUCTION UNIT
1 Replace oil drain plug into reduction gear housing B6
2 Press ball bearing B4 into reduction gear housing B6 and install retain
ing ring 76 into groove next to ball 3 If removed for replacement press new oil seal 79 into reduction gear
housing
4 Place flanged shaft over ring gear 71 and line up holes in flange with
those in ring gear
5 Place lockwasher over capscrew and insert capscrew into hole in flanged
shaft and secure flanged shaft to ring gear
6 Press ball bearing 84 onto flanged shaft Place spacer 73 over shaft
next to ball bearing and place seal washer 74 over shaft next to spacer
7 Install Woodruff key 80 into keyway in flanged shaft
8 Place reduction gear housing over small end of flanged shaft and start
ball bearing 84 on flanged shaft into bore in housing by tapping housing
with a soft mallet
9 Turn unit over with small end of housing down and press on center of
flanged shaft until spacer 73 is seated against ball bearing 84 in reduc
tion housing
10 Support unit on inside of flanged shaft with large end of unit down and
press gear half coupling 75 onto shaft end and into ball bearing until
coupling is seated against ball bearing Care must be taken to line up
keyway in coupling and key in shaft before pressing together
11 Place lockwasher 78 over end of flanged shaft with tang on inside of
lockwasher in slot on flanged shaft Place locknut 77 onto shaft and
secure using suitable wrench
12 Bend one tang of lockwasher into slot on locknut
13 Install two studs 3 12 inches long into two opposite holes in reduction
adapter plate
14 Position reduction gear assembly over studs with oil drain plug at bottom
of housing and slide onto reduction drive gear It may te necessary to
rotate reduction gear slightly to properly mesh gear teeth
15 Install lockwashers and cClpscrews around flange of reduction gear hous
ing and tighten uniformly
PARAGON P21 SERIES HYDRAULIC
I A Description Chart
MODEL REDUCTION RATIO DIRECTION OF ROTATION
P21L DIRECT ALL LEFT HAND
P22L 1 51 AS VIEWED FROM
P23L 21 THE OUTPUT END
P24L 251 OF THE TRANS
P25L 31 MISSION
B Model and Serial Numbers
Each reverse gear has a model number and
a serial number These numbers are on
the name plate located on the housing
of the MODEL AND SERIAL NUMBER CHART
DIRECT DRIVE MODEL AND SERIAL NUMBERS
21 L 5J1234
P2 Gear Size 1 Direct Drive
L Left Hand Rotation Unit
5J1234 Transmission Serial No
REDUCTION GEAR MODEL AND SERIAL NUMBERS
23 L 5J5678
P2GeorSize 2
3 f Reduction
Geor
15 1
2 O 1 f
Reduction
Gear
L Left Hand Rotation Unit
5J5678 Trans
mi ion
Sei 01
Size 25 1 Ratio No
30 1
II INTRODUCTION ward drive is through a multiple disc clutch
arrangement while the reverse drive utilizes
a reverse clamp band and planetary gear
Transmissions have been designed for smooth train The transmission oil is Circulated and
operation and dependability in marine use The cooled through a separate external oil cooler
transmission is self contained having an oil core which is in turn cooled by the engine
pressure system and oil supply completely water Paragon transmissions are furnished
separated from engine lubricating oil systems with either direct drive or reduction gears
Gear reduction ratios and oil under pressure is used to model numbers are listed in
engage a forward or reverse drive The for Section I under SPECIFICA TIONS
III INSTALLATION 4 Install and tighten four bolts with lock
washers through the transmission
A The installation instructions below are for housing flange into the engine adapter
use when the original transmission has been plate Remove the 312 studs Install
removed for servicing and must be re and tighten the two remaining bolts
installed or when the transmission unit with lockwashers through the trans
is to be adapted as nonoriginal equip mission housing flange
ment to a marine engine
D The transmission and propeller shaft cou
B It is important that the engine and trans pling must be carefully aligned before the
mission rotations are matched The direc propeller shaft is connected to the trans
tion of rotation of an engine is defined in mission in order to avoid vibration and
this manual as the direction of rotation consequent damage to the of the engine crankshaft as viewed from the engine and boat
hull during operation
output end of the transmission A clock To align the coupling move the propeller
wise rotation of the engine is a right hand shaft with attached coupling flange toward
rotation and a rotation of the transmission so that the faces of the
the engine is a left hand rotation propeller shaft coupling flange and trans
mission shaft coupling flange are in con
A letter R or L appearing on the tact The coupling flange faces should be
transmission serial number plate illus in contact throughout their entire circum
trated in Section I SPECI FICA TIONS ference The total runout or gap between
indicates whether the transmission is for the faces should not exceed 002 at any
use with a right or left hand rotating point If the runout exceeds 002 reposi
engine tion the engine and attached transmission
by loosening the engine support bolts and
C The hydraulic transmission is attached to adding or removing shims to raise or lower
the engine in the following manner either end of the engine If necessary
move the engine sideways to adjust the
1 Insert two 312 studs in opposite runout or to align the coupling flange
transmission mounting holes in the faces laterally Tighten the engine support
engine adapter plate bolts and recheck the alignment of the
coupling before bolting the coupling flanges
2 Place the transmission against the studs together Connect the coupling flanges with
so that the studs go through two of the bolts lockwashers and nuts
matching holes in the transmission
housing flange E Connect the oil cooler lines to the trans
mission
3 Slide the transmission along the studs F Connect the shift control cable from the
toward the engine so that the spline on cockpit control station to the transmission
the shaft at the front ofthe transmission control valve lever shown in Figure on
enters the matching splined hole in the page 5 Place the transmission control
engine vibration dampener valve lever in the neutral poSition and
adjust the shaft control cable length until or reverse position and should return
the cockpit control station hand lever is exactly to the neutral position when the
in the neutral position Move the cockpit hand lever Is in the neutral position
control hand lever to forward and reverse
positions several times while observing the G Remove the oil dipstick shown in Figure
transmission control valve lever motion on page 5 and fill the transmission with
The transmision control valve lever should Type A transmission fluid to the mark on
move fully into forward or reverse position the dipstick Replace the dipstick in the
when the hand lever is moved into forward transmission OPERATION Starting Procedure
1 Always start the engine with the trans
Principle of Operation miSSion in NEUTRAL to avoid moving the
boat suddenly forward or back
The transmission forward and reverse drives
2 When the engine is first started allow it
are operated by transmission oil under pres
to idle for a ffw moments Stop the engine
sure An internal gear type oil pump deltvers
and check the transmission oil level Add
the transmission oil under pressure to the
oil if necessary to bring the oil level up
external oil cooler The transmission oil is
to the mark on the transmission dipstick
returned still under pressure to the oil
distribution tube and relief valve The relief
valve maintains the oil pressure by remaining NOTE
cl03ed unt J the oi J pressure reaches 60 PSI ON SUBSEQUENT STARTUPS THE
When the rontroJ lever is shUte to the TRANSMISSION OIL LEVEL MAYBE
forward position oil under pressure is de CHECKED BEFORE RUNNING THE
livered to the multiple disc clutch piston ENGINE WHEN ENGINE OIL IS
which moves to clamp the clutch discs and CHECKED
planetary reverse gear case together The 3 Start the engine again with the transmission
discs and case then revolve as a solid cou in NEUTRAL and allow the enginetowarm
pling in the direction of engine rotation The up to operating temperature
reverse drive is engaged by shifting the
control lever to the reverse position so that 4 Shift the transmission into FORWARD or
oil under pressure is delivered to the reverse REVERSE as desired If the engine should
piston The reverse piston moves to clamp stall when the transmission Is shifted to
the reverse band arollnd the planetary gear FORWARD or REVERSE place the trans
case preventing the planetary gear case miSSion in NEUTRAL before restarting the
from moving but allowing the planetary gears engine
to revolve to drive the output or propeller It is recommended that shifting be done at
shaft in a direction opposite to the rotation speeds below 1000 RPM and preferably in
of the engine With the control lever in the the 800 RPM or idle engine rang to pro
neutral pOition pressurized oil is prevented long the life of the engine from entering the clutch piston 01 reverse and boat EMERGENCY
shifts may be at
band piston nnd the propeller shaft remains higher engine speeds but this is not a
stationary recommended MAINTENANCE are full If necessary
refill to the mark
on the dipstick to ensure proper operation
A Lubrication of the transmission The transmission oil
level should be checked each time the engine
The Models P200 P300 and P400 trans oil level is checked before running the
missions are units indepen engine
dent of the engine lubricating systems
The units are lubricated by pressure and by The oil in the transmission should be
splash from ts own oil The type of oil changed every 100 hours or each season
recommended is Transmission Fluid under normal conditions However the
Type A commonly used for automatic number of hours that can be run between
transmissions in automobiles oil changes varies with the operating condi
tions Drain plugs are located at the
The quantity of oil depends upon the angle bottom of the reverse gear housing and the
of installation as well as the reduction reduction gear housing
model The level must be maintained at
the mark on the dipstick and should be
checked periodically to ensure satisfac B Adjustments
tory operation
No adjustment is necessary for the FOR
When filling for the first time or refilling WARD drive multiple disc clutches and the
after an oil change check the level after reverse band is self adjusting to compen
running for a few minutes to make certain sate for lining wear so that no external
that the oi I cooler and the various passages reverse band adjustment is
OIL TO COOLER
COUPLING
FLANGE
C Trouble Shooting Chart
PROBLEM POSSIBLE CAUSES AND METHODS OF INOPERATIVE
Drive Shaft does not operate
with selector valve in forvard 1 Low on Pressure a Low oil supply Add oil refer to
or reverse b Faulty oil gauge
Replace gauge
on gauge slow to register air or
obstruction in on gauge line Clean
and bleed oil gauge line
c Plugged oil lines or passages
Clean lines or passages
d Oil pressure relief valve scored
and sticking Remove relief valve
Clean valve and valve bore in
control valve housing with crocus
cloth to free valve or replace
e Defective pistons and oil distributor
seal rings Replace seal rings
f Defective oil pump Check for wear
and replace if necessary
2 High Oil Temperature a Low oil supply Add oil refer to
b Low water level in cooling system
Add vater and check for leaks
c Plugged raw water inlet screen
Clean screen
d Collapsed or diSintegrated water
inlet hose Replace hose
e Air leak in cooling water sucUon
line Replace suction line
f Raw watar pump impeller worn or
damaged Replace impeller
g Clogged or dirty oil cooler element
Remove and clean
3 Reverse Band not
engaging Planetary a Reverse band lining worn out
Gear Cage Replace lining
b Defective reverse piston 0 ring
Replace 0 ring
4 Failure of Planetary Remove gear case assembly and check
Assembly for defective or damaged parts Replace
defective or damaged parts
5 Failure of Reduction Remove reduction gear assembly and
Gear check for defective or damaged parts
Replace defective or damaged PROBLEM POSSIBLE CAUSES AND METHODS OF DRAGGING
Drive Shaft rotates either
forward or reverse with Forward clutch plates warped and
Selector Valve in neutral 1 Defective forward sticking Remove clutch plates and
position Clutch Plates replace
2 Defective forward Forward clutch piston release spring
Clutch Piston Release broken or weak Replace spring
Spring
3 Binding in Planetary a Bearings and gears worn excessively
Assembly in gear case Replace necessary
parts
b Input shaft bearings worn excessively
causing misalignment of input shaft
Replace necessary parts
GEAR SLIPPING OR SLOW TO
ENGAGE
With Selector Valve in forward
or reverse position 1 Low Oil Pressure See Gear 1
2 Worn forward Clutch Remove forward clutch plates and check
Plates for wear excessively replace clutch
plates
3 Reverse Band not See Gear Inoperative 3
engaging Gear AND 1 Water in Lubricating a Hole in oil cooler element permitting
Oil water to seep into oil compartment
Replace oil cooler element
b Oil cooler gaskets Check gaskets
and replace
2 Excessive OU in
Engine Crankcase or Defective front end plate oil seal
Flywheel Housing Replace oil seal
3 Oil on Exterior of
Marine Gear a Oil seeping from breather Check
for too high oil level
b Defective rear end oil seal Replace
oil seal
4 Loss of Oil from
Transmission a Check for defective gaskets and
seal
WARNER be shifted to the point where it covers
Westerbeke Four107 the letter F on the case casting and
Engines are also furnished with Warner is located in its proper position by the
hydraulic direct drive and reduction poppet ball The Warranty is assemblies if the shift lever poppet spring and or
ball is permanently removed or if the
The direct drive transmission consists control lever is changed in any manner
of a planetary gear set a forward or repositioned or if linkage a reverse clutch an oil pump remote control and transmission shift
and a pressure regulator and rotary lever does not have sufficient travel in
control valve All of these are con both directions This does not apply to
tained in a cast iron housing along with transmissions equipped with shafts and connectors to Gear electrical shift forward reverse and
A direct drive ratio is used all forward operation In reverse
the speed of the output shaft is equal to The properties of the oil used in the
input shaft speed but in the opposite transmis sion are extremely Helical gearing is used to to the proper function of the quieter
operation than can be system Therefore it is with spur gearing important that the recommended oil
automatic transmission fluid ATF
Oil pressure is provided by the cres Type itA be used
cent type pump the drive gear of
which is keyed to the drive shaft and PROCEDURE FOR at transmission input speed TRANSMISSION WITH OIL
to provide screened oil to the pressure
When filling the transmission should be added until it reaches the
From the regulator valve the oil is full mark on the dipstick The through the proper circuits tity of oil depends upon the angle of
to the bushings and antifriction bear the installation The unit should be
ings requiring lubrication A flow of turned over at engine idle speed for a
lubricant is present at the required short time in order to fill all whenever the front pump is turn including the cooler and cooler
piping
ing and it should be noted that supply
is positive in forward neutral and PROCEDURE FOR CHECKING OIL
reverse conditions LEVEL
The unit has seals to prevent escape The oil level should be checked im
of oil mediately after shutting off engine and
sufficient oil added to again bring the
Both the input and output shafts are transmission oil level to the full mark
coaxial With the input shaft splined on the dipstick assembly The dipstick
for the installation of a drive damper assembly need not be threaded into the
and the output shaft provided with a case to determine the oil level It
flange for connecting to the propeller need only be inserted into the case
shaft until the cap or plug rests on the sur
face surrounding the oil filler hole
CONTROL LEVER POSITION The transmission should be checked
The position of the control lever on periodically to assure proper oil when in forward should and oil should be added if CHANGING
It is recommended that the transmis
sion oil be changed once each season
After draining oil from the unit the
removable oil screen should be
thoroughly cleaned before refilling
the transmission with the recom
mended oil AT F Type A
REDUCTION GEAR BOX
The reduction gear box operates in
conjunction with the direct drive unit
The reduction gear box consists of a
planetary gear set which reduces the
input revolutions to a fixed ratio
It is recommended that all installa
tions using a reduction gear have a
suitable locking device or brake to
prevent rotation of the propeller shaft
when the boat is not under direct pro
pulsion If the marine gear is not in
operation and the forward motion of
the boat causes the propeller shaft to
rotate lubricating oil will not be cir
culated through the gear because the
oil pump is not in operation Over
heating and damage to the marine gear
may result unless rotation of the pro
peller shaft is prevented
Except in an emergency shift from
forward to reverse drive through
neutral at engine speeds below
1000 rpm to prevent damage to the
engine or marine gear
SHORT PROFILE SAILING GEAR
1 Brief description
The Short Profile Sailing Gears are equipped with a positively
driven mechanically operated helical gearing system The
multipledisc clutch requires only minimum
effort for gear changing making the transmission suitable
for singlelever remote control via a rod linkage Morse or
Bowden cable
The torque transmission capacity of the clutch is exactly rated
preventing shock loads from exceeding a predetermined value and
thus ensuring maximum protection of the engine
The transmission units are characterized by low weight and small
overall dimensions The gearbox castings are made of a high
strength aluminum alloy chromized for
improved sea water resistance and optimum adhesion of paint
The transmissions are Maintenance is
restricted to oil level checks see AIR VENT HOLE
FLYWHEEL END
12 Gear casing
The rotating parts of the are accomodated in an oiltight casing
divided into two halves in the plane of the vertical axis Amply dimensioned cool
ing ribs ensure good heat dissipation and mechanical rigidity
An oil filler screw with dipstick and an oil drain plug are screwed into the gear
casing The filler screw is provided with a breather hole
The shaft for actuating the multipledisc clutch extends through a cover on the
side of the gear casing
13 Gear sets
The transmission is equipped with shaved casehardened helical gears made of
forged lowcarbon alloy steel The multispline driving shaft connecting the trans
mission with the engine is hardened as well
The driven shaft propeller side of the transmission is fitted with a forged coupling
flange
14 Multipledisc clutch including operation power train
The engine torque is applied to the input shaft 36 in the specified direction of
rotation and in shifting position A see item 12i via gear 44 the frictionally
engaged clutch discs 51 and 52 to the external disc carrier 57 and from there
via the guide sleeve 59 to the output shaft 66
In shifting position B see item 12 the torque is transmitted from the input
shaft 36 via intermediate gear 26 gear 65 clutch discs 51 and 52 to the
external disc carrier 57 the guide sleeve 59 and the output shaft 66
Function
The transmission uses a positively driven mechanically operated clutch system mounted on the output shaft
The thrust force required for obtaining positive frictional engagement between the
clutch discs is provided by a servo system This essentially comprises a number of
balls which by the rotary movement of the external disc carrier are urged against
inclined surfaces provided in pockets between the guide sleeve and the external
disc carrier and in this manner exert axial pressure The thrust force and as a
result the transmittable friction torque are thus proportional to the input torque
applied Due to the cup springs 48 supporting the clutch disc stack and a limita
tion of the range of axial travel of the external disc carrier 57 the thrust force
cannot exceed a predetermined value so that the torque transmission capacity of
the clutch is limited
The actuating sleeve 60 is held in the middle position by springloaded pins To
initiate the shifting operation the actuating sleeve 60 need merely be displaced
axially by a shifting fork until the arresting force has been overcome Then the
actuating sleeve 60 is moved automatically by the springloaded pins while the
external disc carrier which follows this movement is rotated by the frictional
forces exerted by the clutch discs and the shifting operation is completed as de
scribed above
Input
Output
15 Shaft bearings
Both the input and the output shafts are carried in amply dimensioned taper roller
bearings
The intermediate gear and the movable gears are carried in sturdy needle roller
16 Shaft seals
External sealing of the input and output shafts is provided by radial sealing rings
The running surfaces on the shafts are 17 lubrication
The transmissions are The bearings are generously supplied
with splash oil and oil mist
2 Delivery condition
For safety reasons e gearbox is NOT filled with oil for
shipment The actuating lever is mounted on the actuating
shaft
Before leaving the factory each transmission is subjected to a test run with the
prescribed ATF oil The residual oil remaining in the transmission after draining
acts as a preservative and provides reliable protection against corrosion for at least
1 year if the units are properly stored
22 Painting the gearbox
Before painting the gearbox take care to remove any oil films by means of suit
able agents eg HST safety cleansing fluid
Always cover the running surfaces and sealing lips of the radial sealing rings on
both shafts before painting Make certain that the breather hole on the oil filler
screw is not closed by the paint Indicating plates should remain clearly Connection of gearbox with engine
A damping plate between the engine and the
transmission is to compensate for minor alignment errors
and to protect the input shaft from external forces and
loads Radial play should be at least OSmrn
24 Suspension of assembly in the boat
To protect the gearbox from detrimental stresses and loads provision should be
made for elastic suspension of the assembly in the boat or craft
The oil drain plug of the gearbox should be conveniently Position of gearbox in the boat
The inclination of the gearbox unit in the direction of the shafts should not per
manently exceed an angle of 20 degrees see The gearbox can also be mounted with the output shaft in the upward position
Interchange the oil dipstick and the oil drain plug in this 26 Operation of gearbox
Gear changing requires only minimum effort The gearbox is suitable for single
lever remote control Upon loosening the retaining screw the actuating lever see
illustration can be moved to any position required for the control elements cable
or rod linkage Make certain that the lever does not contact the actuating lever
cover plate 9 the minimum distance between lever and cover should be 05 mm
The control cable or rod should be arranged at right angles to the actuating lever
in the neutral position of the lever
The shifting travel as measured at the pivot point of the actuating lever between
the neutral position and end positions A and B should be at least 35 mm for the
outer and 30 mm for the inner pivot point
A larger amount of lever travel is in no way detrimetal
However if the lever travel is shorter proper gear engagement might be impeded
which in turn would mean premature wear excessive heat generation and result
ing damage
Minimum shifting movement
Clamping screw to be
tightened to torque
of 18 Nm
Oil drain plug
Oil dipstick and
oil filler screw
17 mm width across flats
Min distance of
actuating lever 05 mm
The position of the cover plate underneath the actuating lever is to ensure equal lever travel from neutral position to A and B
When installing the gearbox make certain that shifting is not impeded eg by
restricted movability of the Bowden cable or rod linkage by unsuitably positioned
guide sheaves too small bending radius etc
27 compartment
Care should be taken that the compartment is properly Initial operation
Fill the gearbox with oil of the recommended grade see items 41 and 42 The
oil level should be the index mark on the dipstick see Casi ng su rface
Dipstick
Correct readings up to Oil level
200 inclination in
direction of shafts
Dexron II
To check the oil level just insert the dipstick do not screw in Retighten the
hex screw with the dipstick after the oil level check
32 Operating temperature
The max permissible temperature of the transmission oil is 130 0e
33 Operation of gearbox
Shifting is initiated by a cable or rod linkage via the actuating lever and an actuat
ing cam The completion of the gear changing operation is automatic and cannot
be influenced by external control The actuating lever is mounted on an actuating
shaft and fixed by means of a retaining screw
Gear changing should be smooth not too slow and continuous without inter
ruption The multipledisc clutch permits gear changing at high engine rpm in
cluding sudden reversing at top speeds in the event of danger
34 Operation without load
Rotation of the propeller without load eg while the boat is sailing being towed
or anchored in a river as well as idling of the engine with the propeller stopped
will have no detrimental effects on the gearbox
Locking of the propeller shaft by an additional brake is not required since lock
ing is possible by engaging the reverse gear
35 Layup periods
If the transmission is not used for periods of more than 1 year it should be com
pletely filled with oil of the same grade to prevent corrosion Protect the input
shaft and the output flange by means of an anticorrosive coating if required
36 Preparation for reuse
Drain the transmission of all oil and refill to the proper
level with the prescribed oil
4 Transmission oil
To ensure troublefree operation of the clutch only use oil of the recommended
type
Under no circumstances should the oil contain any additives such as molybdenum
sulphite
We recommend commercial Automatic Transmission Fluid ATF Type A
or Dexron II
42 Oil quantity
H BW 5 approx 04 Itr
HBW 10 approx 061tr
H BW 20 approx 08 Itr
Use the index mark on the dipstick as a Oil level checks
Check the oil level in the transmission daily Correct
oil level is the index mark on the dipstick see item 31
Always use the same oil grade when topping up
44 Oil change
Change the oil for the first time after about 25 hours of operation then at inter
vals of at least 1 year
45 Checking the Bowden cable or rod linkage
The Bowden cable or rod linkage should be checked at shorter time intervals
The minimum lever travel from the neutral position to operating positions
OA OB should be 35 mm for the outer and 30 mm for the inner pivot point
Make certain that these minimum values are safely reached Check the cable or
rod linkage for easy movability see item 29
46 OVERHAUL
Disassembly of the transmission in the field is not recom
mended If an overhaul or repair is needed the work should
be done by Westerbeke or an authorized Westerbeke service
center
SECTION V
SERVICE BULLETINS
The following Bulletins contain supplementary and up
dated information about various components and service pro
cedures which are important to the proper functioning of
your engine and its support systems
You should familiarize yourself with the subjects and
make sure that you consult the appropriate your engine requires service or overhaul
SERVICE 61569 BULLETIN NUMBER 20
MODEL All Connecting Pressure Sensing Devices to Oil Galleries
Oil pressure sensing devices such as senders and switches must
never be connected directly to any oil gallery of an engine The
reason is simply that continued engine vibration causes fatigue of
the fittings used to make such a connection If these fittings fail
the engine loses its oil pressure and very quickly seizes
Such pressure sensing devices must be bulkhead mounted and
connected to the oil gallery using an appropriate grade of lubricating
oil hose Any fittings used to connect the hose to the gallery must
be of steel or malleable iron Brass must not be used for this
purpose
J H WESTERBEKE CORP
AIION INlHlnttA Nil AIION o 81700
c TCOIIIt IIONT1t
PIN 11967
SERVICE BULLETIN V3
DATE Revised 72981
BULLETIN NUMBER 38
MODEL W30
SUBJECT Lubricating Oil Sump Capacity
The proper lubricating oil sump capacity for the Model W30
engine is 45 quarts Due to the varying angles of engine
installation the proper amount of oil in the engine may register
as much as one inch above the full mark on the dipstick The
maximum installation angle for this engine is 12 degrees
Therefore it is important to go by the engine manual rather
than the dipstick to determine the proper quantity of oil After
once properly filling the engine with oil in the specific hull
it is advised to mark the dipstick shosing the actual full level
It is important to keep the engine oil sump properly filled
to insure sufficient engine lubrication under conditions of pitch
and heel Be careful not to overfill the oil sump
J H WESTERBEKE CORP
AVON INOUSTRIAL PARK AVON IIIASS 02322 871 887700
CABLE WESTCORP AVON TELEX 16339
SERVICE BULLETIN
DATE 5674 BULLETIN NUMBER 69
MODEL All marine generators and marine engines
SUBJECT Exhaust system failures
When engine sea water is fed into an exhaust system so that the full
stream strikes a surface erosion may cause premature failures
Proper design of either a water jacketed or a water injected wet
exhaust system to prevent this problem requires that the sea water
inlet be positioned so that the entering stream of sea water does not
strike a surface directly Also the velocity of the entering sea
water stream should be as low as possible which is achieved by having
inlet fittings as big in diameter as possible
In addition to the above design it is usually advan
tageous to divide the sea water flow at the point of entry to the
exhaust system so that only a portion of it enters the exhaust system
The remainder is normally piped directly over the side The proper
proportion of the sea water flow to pass through the exhaust system
can only be determined by trial and error The goal is to prevent
excessive exhaust temperatures with the least amount of sea water
J H WESTERBEKE CORP
AIIOIII AI AIIOIII MAee 02322 7IS 7700
CAe weTCO AIIOT1C 2
PIN 19149
SERVICE BULLETIN V5
DATE May 29 1974 BULLETIN NUMBER 72
MODEL All
SUBJECT 1ity between Manufacturers of Gauges and Senders
In recent years we have purchased gauges and senders from four different
manufacturers
In no case may the gauge of one manufacturer be used with the sender of another
manufacturer In some cases the wiring of either or both the gauge and the
sender varies by Thus it becomes important when ordering a replacement gauge or ordering a
replacement sender to order a matched set or to know conclusively who the
manufacturer is
Ammeters are electrically von FARIA NOVOX
2 OIA CASE 2 38 OIA CASE 2 OIA CASE 2 OIA CASE
Ammeter 11581 11931 16550 19165
Oil pressure gauge 11544 11914 16548 19166
Oil pressure sender 11542 11916 16551 19167
Water temp gauge 11545 11913 16549 19168
Water temp sender 11543 11915 16552 19169
Adapter ring to in 16023 LAMP 16023 16023
stall 2 dia gauge in and and and
2 38 di a panel S8 44 AM p S8 44 S8 44
cutout
GND SND LAMP
SNDB
Wiring diagram LAMP
SND8 GND
Also see
fTSN
S8 36
J H WESTERBEKE CORP
1I0N NDUTIIL PII 1I0N II 02322 f71 7700
C L WTCOP 1I0NTX 19190
SERVICE October 4 1974 BULLETIN NUMBER 74
MODEL FOUR91 and Air Filter Element Part 16010
On a few engines we find the air filter is very sensitive to a poor
environment and clogs easily sometimes in as few as 20 to 30 hours
The symptoms are Loss of RPM Loss of Power Black Smoking
Check the air filter first remove it and see if situation clears
Here are prime causes of air filter choking
1 Leaking exhaust on exhaust piping allowing
soot to be expelled and sucked into element
2 Lint or fiberglass in engine compartment
drawn into filter element
3 Excessive oil contamination from crankcase
breather
It is not advisable to run without a filter even though removal appears
to cure the problem You run a great danger in drawing foreign matter
right into the engine and ruining it Likewise if the surge tank water
cap is at all loose you can draw water in through the manifold opening
REPLACE THE FILTER DONT REMOVE IT
J H WESTERBEKE CORP
AIfOIil INOUSTRIA AR AIfOIII AS 02122 f7 7700
CAe WSTCOR AIfOIII T1 19308
SERVICE BULLETIN V7
DATE August 27 1975 BULLETIN NUMBER 76
MODEL Four91 W30
SUBJECT Proper bleeding procedure for hydraulically governed fuel injection
pumps incorporating an engine antistall device
An antistall device is incorporated on fuel injection pumps fitted to the This device is located on top of the fuel pump governor
housing just
beneath the air vent bleed screw In fact the bleed screw and antistall device
are a complete assembly incorporating parts 1 2 and 3 as shown on the antistall device has a spring loaded pin which comes in
direct contact
with the top end of the fuel injection pump metering valve preventing rapid
upward movement of the metering valve to the fuel cutoff position during rapid
engine deceleration Rapid deceleration or rapid retarding of the this device installed would normally cause engine stalling should be noted here
that under normal bleeding procedures it is only neces
sary to bleed the bleed screw 5 shown on the if excessive air entering the injection pump makes it necessary to
bleed screw 1 in the diagram during the fuel pump bleeding procedure or tightening the bleed screw 1 two wrenches should be used One
is to loosen the bleed screw and one is to hold the antistall device body 2
to prevent it from turning and upsetting the adjustments If during the bleed
ing procedure screw 2 shown in the diagram is inadvertently turned in or clock
wise during bleeding the result will be excessive engine RPM which cannot be
controlled by retarding the throttle
If the adjustment of the antistall device has been disturbed or when installing
a replacement pump the procedure for resetting it is as follows
1 Loosen the locknut 3 sufficiently to enable the antistall device
body 2 to be unscrewed two complete turns
2 Set engine idle speed with idling stop screw 4 to 800 RPM
3 Turn the antistall device body 2 clockwise until there is a barely
perceptible increase in the idling speed Now hold device body 2
with wrench and tighten locknut 3
4 Accelerate the engine to maximum no load RPM and return the throttle
rapidly to the idling position Should the period of return from
maximum RPM to idling RPM speed exceed three seconds this is an
indication that the device has been screwed in too far However
should engine stalling occur this is an indication that the device
J H WESTERBEKE CORP
AVON INOUSTRIAL ARK AVON MASS 02322 71 7700
CAL WSTCOR AIfONTL1C 19329
SERVICE BULLETIN 76 conlt
has not been screwed in far enough In either case should be made accordingly
CAUTION Use extreme caution when tighteniny the locknut or the bleed screw
because the threaded boss that the assembly is screwed into is pressed
into the governor housing It is not an integral part Therefore if it is
loosened or turned through replacement of the complete governor
housing may become necessary
On all prewired engines dating from early 1975 onwards bleed screw 5 has
been relocated to the opposite side of the fuel injection pump
PN19329 82774 Page 22
SERVICE May 19 1980 BULLETIN NUMBER 82
MODEL All
SUBJECT Battery BATTERY MODEL BATTERY AMPERE HOURS
VOLTAGE
W7 WPD4 6090 12 VDC
W13 44 KW 90125 12 VDC
W21 77 KW 90125 12 VDC
W27 11 KW 90125 12 VDC
W33 90125 12 VDC
W30 125150 12 VDC
W40 WPD1015 KW 125150 12 VDC
W50 125150 12 VDC
W58 WTO20 KW 125150 12 VDC
W60 WBO20 KW 150170 12 VDC
W80 30KW 170200 12 VDC
W120 45 KW 200 minimum 12 VDC
The ampere hour range shown is minimum There is no real maximum
J H WESTERBEKE CORP
AVON INDUSTRIAL PARI AVON ASS OZ3ZZ tst 7 J 588 7700
CABLE WESTCoRP AVON TELEX 20442
SERVICE BULLETIN
DATE September 4 1975 BULLETIN NUMBER 84
MODEL All
SUBJECT Heat Exchanger Rubber End Cap
Many heat exchangers supplied on our various products incorporate a
molded rubber end cap to facilitate inspection of the tubes
There have been occasions on which engine overheating has been caused
by the improper positioning of this rubber end cap
It is absolutely essential that the molded channel running across the
inside of the cap be positioned over the baffle of the heat exchanger
according to the drawing below
In any cases of engine overheating where such a rubber end cap is used
it should be checked for proper positioning along with other routine
J H WESTERBEKE CORP
AVON INDUSTRIAL ARK AVON MASS 02122 7 7700
CALE WESTCOR AVON TELEX 2
PIN 20684
SERVICE BULLETIN Vll
DATE Aprtl 4 1983 BULLETIN NUMBER 87
MODEL All Marine Alternator Output Splitter
GENERAL DESCRIPTION The splitter is a solid state device which allows
two batteries to be recharged and brought to the same ultimate voltage
from a single alternator as large as 120 amp and at the same time iso
lates each battery so that discharging one will have no effect on the
other Charging rates are in proportion to the batteries voltage state
of discharge This method precludes the necessity and even the desira
bility of a rotary switch for selecting which battery is to be charged
It also assures that ships services cannot drain the engine starting
battery
I NSTALLA TI ON
1 Mount splitter on a metal surface other than the engine preferably
in an air stream if available Do not install near engine exhaust
system Install with cooling fins aligned vertically
2 Be sure to use a wire size appropriate to the output of the associated
alternator In full power systems number 4 wire is recommended from
the alternator to the splitter and from the splitter to the batteries
3 Connect the alternator output terminal to the center splitter terminal
4 Connect one splitter side terminal to one battery s
5 Connect the other splitter side terminal to the other batterys
6 When the splitter is installed both batteries will see a charging
voltage 810 volts less than usual This voltage drop can be regained
if desired by connecting the regulator wire directly to the alternator
output terminal instead of the regulator terminal
TEST INFORMATION When the engine is not running the side splitter ter
minals should read the voltage of the respective battery The center
splitter should read zero voltage
With the engine running and alternator charging the side splitter ter
minals should read the same voltage which should be the voltage of the
regulator or somewhat less The center splitter terminal should read 82
volts higher than the readings of the side Continued
J H WESTERBEKE CORP
AVON NOUTIIAL AII AVON MA 7700
CAeL W TCOII AVONTLIl
PIN This unit is sealed for maximum life and is not repairable
BYPAS5ING SPLlTIR In the event of failure batteries may be charged directly
from alternator b connecting etther splitter terminal 1 or 2 to terminal A
bypassing the splltter itself This should not be done for
both batteries unless they are and will remain at the same voltage state
of charge
SPLITTER 5TARTER
POWER DISC SW
IooG 6
REGULATOR
STARTING
BATtERY S
POWER DISCONNECT
A SWITCH
PN206S4 SH PS
SERVICE
Z LifooIoQ 13 LOADS
5ERVI CE
BATTERYS
SEE NOTE ALTERNATOR
DRWG 2070 I
NOTE On Alternators which have an isolation diode between their output
and regulator terminals such as the Motorola units used with most WESTERBEKE
engines the regulator wire should be removed from the REG terminal and
reconnected to the OUTPUT terminal as shown The diode in the splitter will
provide an equivalent voltage drop
SERVICE BULLETIN V13
DATE April 15 1976 BULLETIN NUMBER 89
MODEL Westerbeke 30 formerly Internal Changes Since is a serial number nameplate riveted to the block behind and just below the
lube oil cooler It is best seen by shining a flashlight upwards from below This
basic block serial number is composed of a prefix and a suffix The suffix is the
last three to six characters following the last slash or hyphen The prefix is all
which precedes the last hyphen or slash
Only the suffix has been transposed to the Westerbeke nameplate through April 1976
It becomes the first portion of the serial number on the Westerbeke nameplate the
last portion is a shipping code for internal use only
Since the introduction of the engine in 1969 there have been four used in part to denote various internal engineering changes to the block
When ordering parts these suffixes are an integral part of the engine serial
number and must be the following changes have taken place 1 a slight water pump
change not affecting 2 a major water pump change requiring a
new cylinder block 3 enlarged water passages requiring a new block head and
head gasket implemented with a new valve retention design cotter retaining clip and the cylindrical seal The main purpose of this
bulletin is to outline these changes with their serial number cut off points See
the table on the reverse side of this Service Bulletin
The new head gasket is usable on any previous engine and must be used from the change
point onwards The new water pump must be used from the change point onwards and
cannot be used in an earlier engine block The new valves must be used from the
change point onwards and should be used as replacement parts along with the new
cotter and top cup We will only supply cylinder blocks and block assemblies from
current this information is included in Edition 6 of the Westerbeke 30 Parts List being
issued in April 1976
J H WESTERBEKE CORP
AVON INDUSTRIAl PARK AVON AlASS 02322 f7 587700
CABlE WESTCORP AVON TElEX 18978
ENGINEERING CHANGES PART NUMBERS
Block
Serial No
Approx I
Years Block
Water
Pump Head
Head
Gasket
Exhaust
Valve
Intake
Valve
Valve
Cotter
Valve
Spring
TJU Cup
Valve
Stem
Seal
15BBU
1503 Not
thru 4389 6971 Avail 14485 14601 14458 14457 14546 14575 14576
AEH 1052
thru 600
and 56815
thru 56854 7273 NO ENGINEERING fresh
water affecting AEH 106
ability thru 326 73 14604
Major
impeller diameter
from 2916 to
21316 and new
valve new cotter 0101 Not
spring cup thru 0443 7475 Avail 17909 17626 17631 20716 20261
Bi gger new and 0444
head gasket onwards 76 14470 17852 17892
SERVICE Apri 1 28 1976 BULLETIN NUMBER 92
MODEL All
SUBJECT Water Temperature and Oil Pressure Gauges
Given a presumably faulty gauge indication with the instrument panel ener
gized the first step is to check for 12 VDC between the ign B and
neg B terminals of the gauge
Assuming there is 12 volts as required leave the instrument panel ener
gized and perform the following steps
1 Disconnect the sender wire at the gauge and see if the
gauge reads zero the normal reading for this situation
2 Connect the sender terminal at the gauge to ground and
see if the gauge reads full scale the normal reading for
this situation
If both of the above gauge tests are positive the gauge is undoubtedly
OK and the problem lfes either with the conductor from the sender to
the gauge or with the sender
If either of the above gauge tests is negative the gauge is probably
defective and should be replaced
Assuming the gauge is OK preoceed as follows Check the conductor from
the sender to the sender terminal at the gauge for continuity
Check that the engine block is connected to ground Some starters have
isolated ground terminals and if the battery is connected to the starter
both plus and minus the ground side will not necessarily be connected
to the block
If the sender to gauge conductor is OK and the engine block is grounded
the sender is probably defective and should be J H WESTERBEKE CORP
AIION INOUSTItIAL Altl AIION IIASS 02322 71 5 7700
CA8LE WETCOIt AIIONTELEX 2
PIN 21616
SERVICE BULLETIN
DATE June 22 1976 BULLETIN NUMBER 93
MODEL All
SUBJECT Adjusting Paragon P200 Series Reverse Band
If the boat moves forward when the gear is in neutral at proper idle
speed the reverse band may be out of adjustment When adjusting
be very careful not to get reverse band too ti ght or it will burn out
If the boat goes backwards when in neutral it may be too tight
The following adjustment procedure should only be carried out when it
is not possible to obtain the service of an authorized Paragon trans
mission service dealer
To Adjust
On the outside left side of the gear there is a bolt in the mounting
pad Under its head are 1 to 3 washers Remove one washer This
should stop forward boat movement But under NO circumstances use
fewer than one washer nor more than three
J H WESTERBEKE CORP
AIION INDUSTRIA ARI AIION IIASS 02122 f71 7700
CAe WSTCOR 21683
SERVICE September 9 1976 BULLETIN All
SUBJECT Fuel Pressure Swi tch Overleaf is a parts list and an illustration showing the proper
installation of the fuel pressure switch used on most of our
engine J H WESTERBEKE CORP
AIOil IliOUSTlIlAL PAIII AION MASS OZ3ZZ fr7 588 7700
CABLE WESTCOIIP AIOil TELEX 21564
1 II VISION COfiD t 1HIDIlICM
fUEL INJECTION PUMP
ON ENINE
9 19187 HEY lb SCREW I
8 9442 cLIIT WISIIEe
7 320 0 RING 1 OD I
11383 FUEL PRESSvRE sWlrCH
5 IItDl PLUG
4 9321 ON RIIlt 91 o D I
3 918S ADAPTER I
2 1J26 COP11 WASHeR
I 9204 rSc7eWASsY RiceD
DIICIIAL
ANGULA
D 7 rUWNO NU 21 7 4 3
IIADIIN us
NE 0
SERVICE BULLETIN V19
DATE 7 July 80 Rei ssued BULLETIN NUMBER 95
MODEL All
SUBJECT Domesti c Hot Water Heaters
PRINCIPLE
The heater is connected in series with the engines freshwater circuit This
allows full water flow for maximum heat transfer to the heater The series
installation also avoids several potential pitfalls of installations in which
the heater is in parallel with either the engines bypass or its internal
freshwater circuit
The only potential disadvantage of a series installation is flow restriction
due either to a restrictive heater design alarge engine water flow such
as models W58 W80 W120 or a combination of both
Installation
The shorter the length of piping to and from the heater the better The
elevation of the heater should assure that the top of its internal coil is
no higher than the engine pressure cap If the heater must be higher than
this at any heel angle then the optional remote fill tank must be installed
to be the highest point of the circuit
Piping between the engine and heater should rise continuously from the heater
to the engine so that trapped air will rise automatically from the heater to
the engine If trapped air can rise to the heater then a petcock or other
convenient method of bleeding that air is a necessity
Study the attached sketches A convenient place to interrupt the engine cool
ing circuit is between the thermostat housing outlet and the exhaust manifold
inlet This is also the hottest water available CAUTION While most owners
want the hottest water available it is possible for scalding water or even
steam to come from the faucets
Since the heater is in series with the engine cooling water any other conven
ient point of the circuit can also be interrupted for heater Some engineheater combinations require that a bypass nipple be installed
in parallel with the heater This is required to maintain an adequate fresh
water flow for cooling capability The table below shows the minimum diameter
of bypass nipples in these situations
HEATER
MODEL SENDURE ALLCRAFT RARITAN
W30 38 NPT
W40 38 NPT
W 50 12 NPT
H58 12 NPT 12 NPT 34 NPT
r HaQ 12IiPL 12 NPT 31NPT
JJlO 12 rlPr 12 NPT 34 NPT
Please see sketches on overleaf
J H WESTERBEKE CORP
AIION INDUSTRIAL PARK AIION If ASS 01111 f71 5 7700
PIN 21814 CALE WESTCORP AIION TELEX 14444
ENCtI NE
rHEROSTAT
HOUSING
DUAL PAS S MANIFOLD
LTERNATE p A
INTERRUPT CES TO
ONNECTIRUrT AND
I EATER
N SERIES ENGINE
THERMOSTAT
HOUSING
BY PASS
NIPPLE
PR SI NGLE PAS
ESSURE CAP M MANIFOLD S
PRESSURE TI1AUT BE HIGHER
R E OrE ENGI NE CAP
TANK FILL
HEATER
f IN5T
H IGHR THE IF HEATER
N ENGINE COIL CAP
P RESSURE
IS t1 I
BYPASS N IPPLE
OPTIONAL COOLANT
SERVICE BULLETIN V21
DATE January 22 1980 BULLETIN NUMBER 102
MODEL 491 Engines Older Paper Air Filter Element Replacement PN 16010
A metal and attaching elbow is available for
replacing paper airfilter elements in use on older Model 491 Wester
beke Engines The use of this will enable engine
owners to vent the crankcase gases into the intake by connecting the
vent on the engine rocker cover with a length of 12 10 hose to the
90 0 fitting on the metal These parts may be through any authorized
Westerbeke dealer
Part PIN
Metal 21536
Elbow 13335
Tubing 2 inches 16353
Hose 12 10 6 inches 11775
J H WESTERBEKE CORP
AVON INOVTRIAL AR AVON MA 02322 f71 5887700
CABLIf WIfTCOR AVON TIfLIf1C 24291
SERVICE January 22 1980 BULLETIN NUMBER 103
MODEL Four91 and W30 Engines Older Tach Drive Cover Plate
A tach drive cover plate and gasket are available for older
Four91 and W30 engines
Westerbeke Part 22123 Plate
Westerbeke Part 14667 Gasket
By removing the two holddown bolts for the tach drive it can
be carefully lifted out with its gear and the cover plate and gasket
put in its place and secured with the two bolts
The parts may be through any authorized Wester
beke dealer
J H WESTERBEKE CORP
AIION INDUSTRIAL PARK A liON IIASS 02122 71 887700
CA8LE WESTCORP AIIONTELEX 24444
24292
SERVICE BULLETIN V23
DATE January 22 1980 BULLETIN NUMBER 104
MODEL Westerbeke 30 and 50
SUBJECT Sea Water Pump Pulley Set Screw PN 11357
The sea water pump pulley on the Westerbeke 30 and 50 engines is keyed to the
sea water pump shaft and locked in position with a heat treated 532 Allen head set 11
screw Westerbeke PN 11357
Particular attention should be paid to this set screw at the time of commission
ing of the engine and during regular servicing of the engine Ensure that it is tight
If not remove the set screw and apply a good locking liquid to the set screw threads
and reinstall and tighten with the aid of a 532 Allen wrench
PULLEY SEA lATER
PUMP
S SCREW
N 11357
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON IIIA55 02322 817 5887700
CABLE WESTCORP AVON TELEX 24293
SERVICE May 1 1980 BULLETIN NUMBER 107
MODEL All Beginning approximately May 1980 thermostats supplied by the
factory have a bypass hole sufficient to allow adequate water
flow through the exhaust manifold head and block during engine
warmup
This flow is mandatory especially in the case of marine engines
and generator sets which have significant load applied soon
after startup
We strongly recommend that only genuine WESTERBEKE thermostats
be used in WESTERBEKE products to assure proper design in this
regard
J H WESTERBEKE CORP
AVON INDUSTRIA PARI AVON ASS 02122 1 7700
CAS W TCORP AIION T6X 2
PIN 24707
SERVICE BULLETIN V25
DATE May 20 1980 BULLETIN NUMBER 110
MODEL All
SUBJECT Ammeter Wire Sizes
Ammeters may be installed in conjunction with any Westerbeke marine diesel
engine or diesel generator set The range of the ammeter must be appropriate
for the maximum output of the alternator
Additionally the wire size for the alternator output circuit including the
ammeter varies with the total length of that circuit The table below shows
the maximum current that can be carried various total distances by various
wire sizes to and from source to load
WIRE SIZE TABLE
Total Length MAXIMUM System of wire in I
Volts feet 35 40 55 60 70 85 120
12 1 to 5 12 12 12 8 8 8 6
12 5 to 10 10 10 8 6 6 6 4
12 10 to 20 6 6 6 6 3 2 1
12 20 to 30 6 4 4 2 1 1 1
12 30 to 40 4 2 2 1 1 0 0
24 1 to 5 14 14 12 12 10 10 8
24 5 to 10 12 12 10 10 8 8 6
24 10 to 20 10 8 8 6 6 4 4
24 20 to 30 8 6 6 4 4 4 2
24 30 to 40 6 6 4 4 2 2 0
32 1 to 5 14 14 12 12 10 10 8
32 5 to 10 12 12 10 10 8 8 6
32 10 to 20 10 8 8 6 6 4 4
32 20 to 30 8 6 6 4 4 4 2
32 30 to 40 6 6 4 4 2 2 0
J H WESTERBEKE CORP
AVON INDUSTRIAL ARIC AVON IIASS 02322 17 7700
CABLE WESTeOR AVON TELEX 24737
SERVICE December 6 1983 BULLETIN WlOTwo W13 W2l W27 W30 W33 W40 W50
W52 W58 W70
W80 WlOO W120 All Related Z inc Pencil 11885
A zinc pencil PN 11885 is located in the sea water cooling circuit of
all primary heat echangers on the above models The purpose of the
zinc pencil is to sacrifice itself to electrolysis action taking place
in the salt water cooling circuit This zinc pencil should be
per iodically checked by unscrewing it from its mounting boss on For the lcoation of the zinc on your model refer to the
cooling system section of your parts manual Replace the zinc pencil
as inspection dictates Refer to Illustration A
Should material be flaking off the zinc it should be scraped clean
or be replaced by a good solid zinc pencil
If it appear s that a lot of mater ial has been flaking off the zinc
then it is advised that the end cap of the exchanger be removed and
the flaked material be cleaned from that area of the exchanger A new
end cap gasket should be on hand in case it is needed when replacing
the end cap
Refer to Service Bulleting 84 when removing end caps made of rubber
ZINC 11885 REPLACE J H WESTERBEKE CORP
AIION INDIJSTRIAL PARK A liON MASS 02322 617 5887700
CA8LE WESTCORP AIION TELEX 92 4444
PIN 33577
SERVICE December 5 1984 BULLETIN NUMBER 139
MODEL A11 Propul sion and Generator Model s
SUBJECT HydroHush Muffl er Install ations
The illustrations shown with this text should be used as a guide when making
an installation of a HydroHush Muffler
When used in conjunction with propulsion engine the HydroHush Muffler should
be mounted close to the foreaft center line of the boat When used with a
generator unit the muffler should be as close as possible to the generator
All installations should be such that the entry of water into the engine exhaust
manifold and cylinders is prevented while under sail and at various angles of
heel from following seas when backing down or any other condition
Units installed with the exhaust injected exhaust elbow at or
below the water line of the vessel must install a vent or syphon break in the
sea water supply line to the water injected exhaust elbow The seawater supply
line must be looped above the water line a minimum of six 6 inches with the
vent or syphon break installed at the top of this loop
The vented loop when used can be a mechanical syphon break as shown in the
illustration or a simple tee arrangement with a small hose or tube 31614
inch 10 routed to the transom exhaust discharge or to a separate thruhull
fitting located above the water line This hose or tube must be routed in such
a way that it will drain of water when the engine is shut down and allow air
into the sea water supply hose and injection elbow
The syphon break or vent is installed to break the vacuum in the sea water
cooling circuit and thereby discourage syphoning of sea water through this
circuit and subsequently filling of the exhaust and engine cylinders with
sea water When used syphon breaks should be checked periodically for proper
operation and should be installed in a location where should they leak sea
water it would not leak onto the engine or its accessories
The syphon break or vent must be located above the vessel IS water line high
enough so as to remain above the water 1i ne at ill angl es of vessel heel and
pitch
The HydroHush Muffler remains approximately 30 full of water after engine
shutdown when there is a maximum of 48 inches of lift on the discharge side
The installation information given in this text is to be used as a guide only
Westerbeke cannot be responsible in any way for muffler Wester
beke presumes the installer to have a basic knowledge of marine installation
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 023221617 5887700
CABLE WESTCORP AVON TELEX 924444
HydroHush Muffler Installations Page 2
Use as few right angle fittings as possible The use of wire reinforced
hose is recommended and the hose should be routed to produce the bends
needed
The use of 90 0 and 45 0 fittings contribute to the rise of engine exhaust
back pressure Refer to the Unit Technical Manual for back pressure
The exhaust hose diameters shown are minimums Exhaust hose diameter for
the discharge hose will have to be increased if the length of run from
the HydroHush Muffler to the thruhull discharge is excessive 25 1 to 30 1
depending on the number of bends
CAUTION
THE SEA WATER PUMP WILL CONTINUE TO FILL THE EXHAUST SYSTEM WITH
SEA WATERDURING CRANKING THE ENGINE EXHAUST PRESSURE DURING
CRANKING 1AY NOT BE STRONG ENOUGH TO EXPEL THE WATER FROM THE
MUFFLER AND PREVENT THE SYSTEM FROM FILLING UP WITH SEA WATER
AND ENTERING THE EXHAUST MANIFOLD AND CYLINDERS
IF ENGINE CRANKING EXCEEDS 3040 SECONDS CLOSE
THE SEA WATER THRU HULL AND OPEN IT U1MEDIATEL Y AFTER THE ENGINE
STARTS
Page 3
ENGINE INSTALLATIONS WITH EXHAUST INJECTED ELBOW AT OR BELOW
VESSEL WATER LINE
ENGINE INSTALLATIONS WITH EXHAUST INJECTED ELBOW MINIMUM OF 6
INCHES ABOVE VESSEL WATER LINE
Page 4
GENERATOR Syphon Break n
r 12
Raw Water
Pump
Raw Water
Generator Installations with Intake Thru
exhaust injected Hull Fitting
elbow at or below vessel water
Generator Below Water Line
1i ne
Raw Water
Pump
Raw Water
Generator Installations with Intake Thru
Hull Fitting
exhaust injected
elbow minimum of 6 inches above Generator Above Water Line
vessel water line
SERVICE 12385
BULLETIN NUMBER 148
MODEL ALL PROPULSION FIELD PN 11917
The used in propulsion engine instrument panels contains
two separate electrical circuits with a common ground One circuit operates
the hourmeter and the other the tachometer The hourmeter circuit operates
on 12 charging voltage supplied to the terminal on the
back of the instrument
The tachometer circuit operates on AC voltage 68 volts fed from one of the
diodes in the alternator and supplied to the tach inp terminal while the
engine is running and the alternator producing battery charging voltage
130148 volts DC
The following are procedures to follow when a fault in
either of the two circuits in the HOURMETER
FAULT CHECK
1 Inoperative 1 Check for proper DC voltage between and
terminals
A Voltage present meter defective repair
or replace
B Voltage not present trace and
electrical connections for fault Jump
12 Volts DC to meter terminal to
verify operation
TACHOMETER
FAULT CHECK
1 Inoperative 1 Check for proper AC voltage between Tach Inp
terminal and terminal with engine running
A Voltage present attempt adjusting meter
through calibration access hole No results
repair or replace meter
B AC voltage not present check for proper
alternator DC output voltage
C Check for AC voltage at tach terminal
on alternator to ground
D Check electrical connections from tach
Inp terminal to alternator J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 617 5887700
CABLE WESTCORP AVON TELEX 34791
2 Sticking 1 Check for proper AC voltage between IItach inp1I
terminal and terminal
2 Check for good ground connection between meter
Terminal and alternator
3 Check alternator is well grounded to engine
block at alternator pivot bolt
3 Inaccurate 1 With handheld tach on front crankshaft pulley
retaining nut or strobe type tach read front
crank shaft pulley RPM Set engine RPM
with hand or strobe tach at 15001800 RPM
2 Adjust tachometer with small Phillips type
screwdriver through calibration access hole
in rear of tachometer covered with translticent
plug Zero tach and bring to RPM set by
strobe or hand tach Verify RPM at idle
and at high speed 25003000 RPM Adjust
tach as needed
Tachometer Input
AC Voltag
Terminal
Battery VoltageDC
Page 3 SERVICE BULLETIN 148
LATE MODEL TACHOMETER
Replaces Earlier Model as Shown on Page 2 of this Bulletin
Access Hole for
Tachometer Ground Terminal
Tachometer Input
AC Voltage
Terminal
Battery

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Disclaimer:The information on this web site has not been checked for accuracy. It is for entertainment purposes only and should be independently verified before using for any other reason. There are five sources. 1) Documents and manuals from a variety of sources. These have not been checked for accuracy and in many cases have not even been read by anyone associated with L-36.com. I have no idea of they are useful or accurate, I leave that to the reader. 2) Articles others have written and submitted. If you have questions on these, please contact the author. 3) Articles that represent my personal opinions. These are intended to promote thought and for entertainment. These are not intended to be fact, they are my opinions. 4) Small programs that generate result presented on a web page. Like any computer program, these may and in some cases do have errors. Almost all of these also make simplifying assumptions so they are not totally accurate even if there are no errors. Please verify all results. 5) Weather information is from numerious of sources and is presented automatically. It is not checked for accuracy either by anyone at L-36.com or by the source which is typically the US Government. See the NOAA web site for their disclaimer. Finally, tide and current data on this site is from 2007 and 2008 data bases, which may contain even older data. Changes in harbors due to building or dredging change tides and currents and for that reason many of the locations presented are no longer supported by newer data bases. For example, there is very little tidal current data in newer data bases so current data is likely wrong to some extent. This data is NOT FOR NAVIGATION. See the XTide disclaimer for details. In addition, tide and current are influenced by storms, river flow, and other factors beyond the ability of any predictive program.